Notification systems and methods with purpose message in notifications

ABSTRACT

Methods and systems are disclosed for implementation in connection with a computer system. The methods and systems practice the following: receiving an identification of (a) one or more communication methods for notification, (b) one or more mobile vehicles, and (c) one or more locations to be visited by the mobile vehicles, monitoring travel data relating to a proximity of the mobile vehicle to the location, initiating a communication with the party and, during the communication, notifying the party of the purpose of the vehicle&#39;s stop at the location.

This application is a divisional of application Ser. No. 08/852,119filed on May 6, 1997, which is a continuation-in-part of applicationSer. No. 08/434,049, filed on May 2, 1995, now U.S. Pat. No. 5,623,260,and a continuation-in-part of application Ser. No. 08/432,898, filed May2, 1995, now U.S. Pat. No. 5,657,010, and a continuation-in-part ofapplication Ser. No. 08/432,666, filed on May 2, 1995, now U.S. Pat. No.5,668,543, said application Ser. No. 08/434,049, is acontinuation-in-part of application Ser. No. 08/407,319, filed on Mar.20, 1995, now abandoned, which is a continuation-in-part of applicationSer. No. 08/063,533, filed May 18, 1993, now U.S. Pat. No. 5,400,020,said application Ser. No. 08/432,898, is a continuation-in-part ofapplication Ser. No. 08/407,319, filed May 20, 1995 now abandoned whichis a continuation-in-part of application Ser. No. 08/063,533 filed May18, 1993 now U.S. Pat. No. 5,400,020, said application Ser. No.08/432,666, is a continuation-in-part of application Ser. No. 08/407,319filed Mar. 20, 1995 now abandoned, which is a continuation-in-part ofapplication Ser. No. 08/063,533 filed May 18, 1993 now U.S. Pat. No.5,400,020, said application Ser. No. 08/852,119 filed May 6, 1997 claimspriority to provisional application No. 60/039,925, filed on Mar. 7,1997. All of the foregoing patent applications and patents areincorporated herein by reference in their entirety.

FIELD OF THE INVENTION

The present invention generally relates to data communications andinformation systems and, more particularly, to advance notificationsystems and methods for notifying users in advance of the impendingarrival of a vehicle or user, for example but not limited to, a bus,train, delivery van, plane, fishing vessel, or other vessel, or userwalking or riding, to or at a particular stop.

BACKGROUND OF THE INVENTION

There are many situations when it is desirable for people to know of theapproximate arrival time of a particular vehicle, the distance of aparticular vehicle approaching, when a vehicle crosses particularlocation points, and when a particular vehicle is leaving its last stop,all shortly before the vehicle is to arrive at a particular destination.With such information, passengers, users, and companies can adjust theirschedules accordingly and avoid having to wait on a particular vehicleto reach a particular destination. For example, a user having to pick upa friend or relative at a commercial bus station either has to call thebus station to find out the approximate arrival time (information whichis oftentimes unavailable) or plan on arriving at the bus station priorto the scheduled arrival time of the bus and hope the bus is notdelayed.

Another example includes a user walking and carrying a device such as amobile phone or communication device with a location device, such asglobal positioning system (GPS) receiver, connected for sending locationinformation to a control unit. This control unit can broadcast a userimpending arrival time, distance to be traveled before arriving,specific location points and/or the time when leaving their last stop.This information may be broadcast to an employer, spouse, parent, orother user, when the vehicle/user reaches a predetermined location.

Another example involves school children that ride school buses. Schoolchildren who ride buses to school often have to wait at their bus stopsfor extended lengths of time because school buses arrive at particularbus stops at substantially different times from one day to the next. Thereason is that school buses are not always the best-maintained vehicleson the roads, frequently operate during rush hour traffic, and mustcontend with congested urban/suburban conditions. As a result, schoolchildren are forced to wait at their bus stops for long periods of time,oftentimes in adverse weather conditions, on unlit street corners, or inhazardous conditions near busy or secluded streets. If it is raining,snowing, windy and cold, and/or even dark, such conditions can beunhealthy and unsafe for children.

Yet another example is in the commercial overnight package deliveryindustry, wherein packages are delivered on a tight schedule.

It is desirable to notify a user at a delivery stop for better customerpreparation as the vehicle approaches. By the customer becoming betterprepared and a delivery driver being able to deliver more packages perday, an overnight package delivery company can increase profits byrequiring fewer vehicles to deliver more packages in a business day.Additionally, individuals already try to project the arrival of avehicle or package by online package tracking services provided bycommercial delivery companies, such as the United Parcel Service (UPS),Federal Express (FED-X), and others. Although traditional methods usedin determining when a vehicle is to arrive at a stop is effective insome cases, a more precise method using a pre-warning message can bemore helpful in providing accurate information. Currently, suchvehicles, in order to ensure being able to deliver all packages in thesame day, keep loads at a lower capacity and often predetermine the needfor excessive waiting times at a percentage of vehicle stops whencustomers react slowly to their arrival.

Thus, generally, it would be desirable for a user to know when a vehicle(such as a bus, truck, train, plane, user, or the like) is (a) aparticular time period (for example, number of minutes or seconds) awayfrom arriving at a destination, (b) a particular distance (for example,number of miles or height) away from the destination, or (c) at aparticular location among a set of location points, so that the user canadjust his/her schedule and avoid arriving too early or too late.

In the past, in order to combat the arrival time problem in the contextof school buses, student notification systems have been employed thatuse a transmitter on each bus and a receiver inside each student home.U.S. Pat. No. 4,713,661 to Boone et al. and U.S. Pat. No. 4,350,969describe systems of this type. When the school bus and its onboardtransmitter come within range of a particular home receiver, thetransmitter sends a signal to notify the student that his/her school busis nearby. While such notification systems work satisfactorily undercertain circumstances, nevertheless, these systems are limited by therange of the transmitters and require the purchase of relativelyexpensive receivers for each student. In addition, such systems providelittle flexibility for providing additional information to the students,such as notifying them of the delayed arrival of a bus, alternative busroute information, or information regarding important school events.

SUMMARY OF THE INVENTION

Methods and systems are disclosed for implementation in connection witha computer system. The methods and systems practice the following:receiving an identification of (a) one or more communication methods fornotification, (b) one or more mobile vehicles, and (c) one or morelocations to be visited by the mobile vehicles, monitoring travel datarelating to a proximity of the mobile vehicle to the location,initiating a communication with the party and, during the communication,notifying the party of the purpose of the vehicle's stop at thelocation.

The present invention is suited for many applications. As non-limitingexamples, the present invention could be employed in connection withovernight delivery services, commercial buses, trains, planes, pickupvehicles, fishing or shipping vessels, delivery vehicles, individualscarrying location devices and/or delivery sensors and/or other sensorsfor determining location, etc.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention can be better understood with reference to thefollowing drawings. The drawings are not necessarily to scale, emphasisinstead being placed upon clearly illustrating the principles of thepresent invention. Moreover, like reference numerals designatecorresponding parts throughout the several views.

FIG. 1 is a high level schematic diagram of an advance notificationsystem of the present invention as applied to a delivery truck system,as an example, the advance notification system generally comprising avehicle control unit (VCU) in communication with a base station controlunit (BSCU), which is in turn in communication with a customer computerand/or computer address, the customer computer then offers a videoand/or audio display.

FIG. 2 is a high level schematic diagram of an advance notificationsystem of the present invention as applied to a delivery truck system,as an example, the advance notification system generally comprising aVCU in communication with a BSCU, which is in turn in communication witha customer computer and/or computer address, a customer's business orhome telephone, a customer's mobile phone, a customer's wireless pager,and a customer's television, these devices offer an improved method fornotifying a person of the impending arrival of people or vehicles.

FIG. 3 is a high level flow chart diagram of the advance notificationsystem of the present invention as applied to a delivery truck system,as indicated in this diagram, the advance notification system generallycomprises a vehicle monitoring process for determining the location ofvehicle's remotely, a messaging component for sending electronicmessages when a vehicle reaches a predetermined point prior to thearrival at a person's stop, and a person's computer connected to anetwork (e.g., Internet) for receiving and displaying an impendingarrival message.

FIG. 4 is a high level flow chart diagram for determining when to use asecond method of sending an impending arrival message to a person. Thisdiagram shows how a telephone call can be activated first and ifunsuccessful, determined by the retry attempts in this diagram, secondlysends a computer message. Asking an individual receiving an electronicmessage to respond could reverse this and if no response was receivedback, a telephone call to the person would be made. Also worth noting,the messaging method to an individual could always be one, both, orothers.

FIG. 5 is a high level flow chart diagram of different messagingoptions. While one method is suitable for some people, two or moredifferent type messaging methods are more likely to be effective forothers. The diagrams show the options for receiving impending arrivalmessages as a message to a computer address, a telephone call with amessage (if answered), a message on a pager, and a message to a person'stelevision address.

FIG. 6 is a high level flow chart diagram for activating an impendingarrival message when electronic mail (E-Mail) is received on a person'scomputer or at a person's computer address. An impending arrival messagein the form of an electronic message or more commonly known as E-Mail,activates additional software, setup with user preferences, for tailoredaudio announcements and video displays.

FIG. 7 is a high level modular diagram of the overall operation of theadvance notification system described as system configuration andnecessary to show the differences of individual module configurations.Additionally, this configuration is a simple diagram of an advancenotification system, designed to send a user's computer address amessage when a vehicle is approaching and also used as an overview ofFIG. 1.

FIG. 8 is another high level modular diagram of the overall operation ofthe advance notification system described as system configuration andnecessary to show the differences of individual modular configurations.Additionally, this configuration is a simple diagram of an advancenotification system, designed to send a user computer vehicle locationinformation only, for the user computer to determine when to notify theuser and send a message to the computer screen and also by audio means,when a vehicle is approaching.

FIG. 9 is another high level modular diagram of the overall operation ofthe advance notification system described as system configuration andnecessary to show the differences of individual modular configurationpreferences of different systems. Additionally, this configuration is asimple diagram of an advance notification system, designed to send amessage about the next stop to a users computer as the last delivery(prior to the impending stop) is made and thus notify the user via amessage on a computer screen and audio means, when a vehicle isapproaching.

FIG. 10 is another high level modular diagram of the overall operationof the advance notification system described as system configurationsand necessary to show the differences of individual modularconfiguration preferences of each system. Additionally, thisconfiguration is a simple diagram of an advance notification system,designed to determine a vehicle location by a stop, or delivery at aparticular location, without GPS or normal location devices on thevehicle. This system determines vehicle location from a delivery listand acknowledgment of each delivery to the BSCU. The address anddistance to the next stop is determined by routing software, mappingsoftware, past records of travel, and actual traffic data systems,compared in the BSCU to determine time, distance, and actual vehiclelocation prior to a user stop. The ability to notify a user computer asthe pre-selected advance notification preferences are activated allowsthe system to notify the user of a message on a computer screen and/orby audio means when a vehicle is approaching. Other combinations of theconfigurations (FIG. 7 through FIG. 10) are used based on application,business, and customer needs.

FIG. 11 is a high-level schematic circuit diagram of the VCU. The VCU isdesigned to be a compact unit with a generally rectangular housing thatis mounted preferably on or in front of the dashboard of the vehicle inview of and within reach of the vehicle driver. In the housing, themicroprocessor controller is interfaced with the transceiver by atransceiver jack (preferably a conventional 8-conductor telephone jackwhen transceiver is a mobile telephone), and the transceiver includes anantenna for transmitting and/or receiving signals to and from the BSCU.Further, the VCU includes a liquid crystal display (LCD) module disposedfor external viewing of the display by the driver and for providinginformation to the driver, as described previously.

FIG. 12 is a low level block diagram of the VCU of FIG. 11.

FIG. 13 is a flow chart of a vehicle control process for the VCU andBSCU.

FIG. 14 is an example of a route list after calculations have determinedthe route stop order and the time between stops. The left side shows GPSlongitude/latitude coordinates and estimated time between stops that ismaintained in the VCU database, while the right side shows the mailingaddress and stop number to be displayed on an LCD.

FIG. 15 is a diagram showing how to determine route stop timing eventswith past route averages and actual live inputs from VCU's for acombined calculation for better estimations of a vehicle actual locationbetween communication updates and improved accuracy of impending arrivalmessages.

FIG. 16 is a diagram of an event schedule for sequencing and activatingof impending arrival messages from predetermined locations, time beforearrival and distance before arrival of a particular vehicle.

FIG. 17 is an example diagram of a messaging event sequence when sendingmessages to users before the vehicle arrives. Moreover, it shows anupdate message used when a particular vehicle is delayed. The updatemessage is used when a person is notified and waiting on a vehicle toarrive, but the vehicle is delayed after passing the activation pointfor sending the first message.

FIG. 18 is a flow chart of when a second or third message is used andhow the BSCU determines the activation of these messages.

FIG. 19 is a diagram of an example of a method for determining vehiclelocation without the vehicle being equipped with a location device, suchas a GPS, or other devices used for odometer/distance reading device,etc., in an advance notification system. This flow chart diagramillustrates a method for determining vehicle location from a deliverylist, actual delivery or attempt to deliver notices and routedetermining software in the BSCU and/or a user computer. The routeand/or mapping software determines the vehicle path (roads) to the nextstop and then calculates the distance from mapping software.Furthermore, the vehicle location is associated with time fordetermining a moving vehicle location. This vehicle location/time iscalculated from past route data, mapping software of speed limits, stopssigns, red lights, etc. and/or traffic monitoring systems with sensorsnormally located along the roadside. It also provides an inexpensivemeans for determining a vehicle time, distance, and/or location awayfrom a home or business for activating an advance notification messageof an impending arrival of a vehicle from different user preferences.

FIG. 20 is a flow chart of a simple and low cost advance notificationsystem for notifying users of the impending arrival of a particularvehicle, when the vehicle leaves it's last (prior) stop, and on it's wayto the user's stop.

FIG. 21 is a high level flow chart for determining the reliability of avehicle's location without constant communication. A vehicle's locationdetermining factor (VLDF) is calculated by the BSCU from past routeaverages, including roads/streets, time of day, vehicle driver, day ofweek, week of year (holidays normally take more time), and averaged fora particular route, time, and day.

FIG. 22 is a diagram of an example of the communication flow of anadvance notification system using a computer network. The BSCU isequipped with a computer network site for interfacing and displayinginformation on a person's computer for setting up and starting theadvance notification service. Additionally shown is how the personalpreferences are processed and impending arrival messages are activatedwhen the vehicle's location matches the personal preferences.

FIG. 23 is a high level flow chart for determining when to use a cyclecommunication protocol. This chart discloses one method for loweringcommunication while a vehicle is in route for an advance notificationsystem.

FIG. 24 is a high level flow chart for showing the methods fordetermining when to program a VCU with cycle communication before aroute starts.

FIG. 25 is a high level flow chart of a user computer equipped withsoftware for displaying audio and video, and moreover, the userpreferences for playing audio messages and/or video displays whenimpending arrival messages are received.

FIG. 26 is a diagram and example for accessing and receiving advancenotification information when accessing an Internet or computer sitepage.

FIG. 27 is a table used for determining activation points for impendingarrival messages. The roads and locations are normally taken from pastrecords and mapping software for placing a user's request at particularlocation points associated with a distance, time, or other locationactivation areas for starting an impending arrival message.

FIG. 28 is a graphic of a map showing impending arrival activationpoints when a user request is compared with distance, time, orlocations, for activating an impending arrival message/s.

FIGS. 29 through 39 is diagrams of user preferences and on-screendisplays of the advance notification system, as a user is connected overa computer network and/or is operating proprietary software.

FIG. 29 is a diagram and example of an on-screen display of a userconnecting to a internet computer site/location. To sign-up for theadvance notification service a user has the ability to download thesoftware for additional displays and audio options or to signup on-linethrough a computer connection.

FIG. 30 is a diagram and example of an on-screen display for enteringthe users home or business address, telephone number, and computeraddress (not shown). It would also be obvious to enter pager numbers,mobile phone numbers, cable television box identification numbers andother communication hardware addresses that would notify the user of animpending arrival of a vehicle, when the vehicle reaches a predefinedlocation, time, prior stop, or distance.

FIG. 31 is a diagram and example of an on-screen display for showing theuser location on a map and how the location is confirmed by the user.

FIG. 32 is a diagram and example of an on-screen display for providingthe user with a choice of different type notification messages based onthe type or category of selected vehicles. This allows (if optioned) theuser, as an example, to receive an impending arrival message from aschool bus when the school bus is five minutes away and an impendingarrival message from a delivery truck when the vehicle is two milesaway.

FIG. 33 is a diagram and example of an on-screen display of user optionsfor being notified when a vehicle is at a predetermined time, distance,or particular location. This screen is not shown when a vehicle orcompany predefines when an impending arrival message is sent.

FIG. 34 is a diagram and example of an on-screen display for adjustingthe amount of time before a vehicle arrives to send an impending arrivalmessage. Additionally, a map can show actual activation points, based onvehicle type/s, if optioned (FIG. 28).

FIG. 35 is a diagram and example of an on-screen display for adjustingthe amount of distance before a vehicle arrives to send an impendingarrival message. Additionally, a map can show actual activation points,based on vehicle type/s, if optioned (FIG. 28)

FIG. 36 is a diagram and example of an on-screen display for adjusting apredefined area for activation of an impending arrival message. Thisillustration is for setting a circle perimeter around a stop orlocation. The activation points are at the outside areas of the circleand matching road/street addresses.

FIG. 37 is a diagram and example of an on-screen display for adjusting apredefined area for activation of an impending arrival message. Thisillustration is for setting a grid perimeter around a stop or location.The activation points are at the outside areas of the grid area/s andmatching road/street addresses.

FIG. 38 is a diagram and example of an on-screen display for adjusting apredefined area for activation of an impending arrival message. Thisillustration is for setting a perimeter around a stop or location byplacing street markers onto a map roads and streets. The activationpoints are the street markers located at the road/street addresses.Additionally, (not shown) all roads/street markers should close aperimeter around a users home or business.

FIG. 39 is a diagram and example of an on-screen display for useroptions and needed for selecting methods of receiving impending arrivalmessages over a computer network to a user computer and/or ringing auser telephone. Although not shown in this configuration andillustration, other messaging methods, such as a personal pager, amobile phone, a cable television box, or other communication devicescould be used to notify a user when a vehicle reaches a predeterminedlocation, time, prior stop, or distance, and therefore could be added toFIG. 39.

FIG. 40 is a diagram and example of a vehicle control unit (VCU) with adisplay area and control buttons. The display shown in this illustrationis displaying the vehicle's next stop in a text format for the driver.This text format could be changed to show a map with highlighted roadsto the next stop or actual directions (not shown).

FIG. 41 is a diagram and example of a vehicle control unit (VCU) with adisplay area and control buttons. The display shown in this illustrationis displaying the vehicle's route list order and the next stop/deliveryto be made, as highlighted.

FIG. 42 is a diagram and example of a vehicle control unit (VCU) with adisplay area and control buttons. The display shown in this illustrationis displaying the vehicle's route list order with next stop/delivery tobe made, and a stop that has been moved (lower highlighted area with (M)on left side) from an earlier route stop, as previously indicated inFIG. 41.

FIG. 43 is a diagram and example of a vehicle control unit (VCU) with adisplay area and control buttons. The display shown in this illustrationis displaying the vehicle's route list order with next stop/delivery tobe made, and a stop that has been rescheduled from an attempted delivery(lower highlighted area with (AR) on left side) from an earlier routestop.

FIG. 44 is a diagram and example of a vehicle control unit (VCU) and aflow chart showing a method for determining when the route list iscompleted and sending additional information to the VCU display for thedriver to return to a loading area, as an example.

FIG. 45 is a flow chart diagram of a personal computer operating advancenotification software and communicating with the BSCU for actualvehicles, and said vehicles' related information, that are approachingtheir stop. Additionally, this configuration is another example foroperating software on a person's computer, for activating an impendingarrival message to the user, when a vehicle is approaching.

FIG. 46 is a high level flow chart diagram of a BSCU and control processwhen the BSCU initializes, activates, and sends impending arrivalmessages, as opposed to FIG. 47, when the BSCU is not used for sendingimpending arrival messages, but vehicle location information to acomputer equipped with advance notification software.

FIG. 47 is a high level flow chart diagram of a BSCU and controlprocess, when the BSCU sends vehicle location information to remotecomputers, for activation of impending arrival messages on usercomputers.

FIG. 48 is a high level flow chart diagram of the initialization processbetween the VCU and The BSCU. Additionally, this illustration shows aconfiguration for the BSCU to configure the VCU clock and thecommunication method.

FIG. 49 is an example and diagram of a computer screen connected bysoftware/hardware to an internet service provider and receiving anvehicle's impending arrival message in the form of E-Mail or electronicmail.

FIG. 50 is a high level flow chart diagram of a method for receivingimpending arrival messages through a satellite television link or cabletelevision link, and displaying the impending arrival information on aperson's television.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The features and principles of the present invention will now bedescribed relative to preferred embodiments thereof. It will be apparentto those skilled in the art that numerous variations or modificationsmay be made to the preferred embodiments without departing from thespirit and scope of the present invention. Thus, such variations andmodifications are intended to be included herein within the scope of thepresent invention, as set forth and defined in the claims.

I. System Architecture

Referring now in more detail to the drawings, wherein like referencenumerals designate corresponding parts throughout the several views;FIG. 1 is a schematic diagram of the advance notification system 10 ofthe present invention, as configured to operate for example, but notlimited to, a delivery truck system.

The advance notification system 10 comprises, preferably, a plurality ofon-board vehicle control units (VCU) 12, a single base station controlunit (BSCU) 14, and a plurality of user computers 29 and/or additionalcommunication devices 36 x. As configured in the delivery truck system10, a VCU 12 is installed in each of a plurality of delivery trucks 19,all of which communicate with the BSCU 14. Moreover, the BSCU 14communicates with the computers 29 and/or a person's telephone 36 b, aperson's pager 36 e, a person's mobile phone 36 c or a person'stelevision 36 d, at one or more locations 36 x (FIG. 2), in the presentexample of an application.

A. Vehicle Control Unit

The VCU 12 will now be described with reference to FIGS. 1, 11, and 12.Referring first to FIG. 1, each VCU 12 comprises a microprocessorcontroller 16, preferably a model MC68HC705C8P microprocessor controllerthat is manufactured by and commercially available from the MotorolaCorporation, USA. The microprocessor controller 16 is electricallyinterfaced with a communication mechanism 18, preferably a wirelesscommunication device, for enabling intercommunication of data with theBSCU 14. Examples of suitable wireless communication devices include amobile telephone (e.g., cellular) and a transceiver (having both atransmitter and a receiver) operating at a suitable electromagneticfrequency range, perhaps the radio frequency (RF) range. In theembodiment using a wireless RF transceiver as the communicationmechanism 18, data can be sent in bursts in the form of in-band tones,commonly called “twinkle tones”. These tone bursts can occur in thebackground of an existing voice channel. Twinkle tones are oftentimesused in transportation systems, such as taxicab communications systems.

The microprocessor controller 16 is electrically interfaced with asystem menu switch 21, an attempt to deliver switch 22, a reschedulestop switch 23, a clock 24, and GPS location device sensor 25.Generally, vehicle tracking is accomplished by monitoring the controlswitches 21-23, the GPS location sensor 25, the power (35) to thecontroller 16, and a onboard package inventory and delivery database(FIG. 11).

Additionally, existing switches, such as door, seat, placing the vehiclein drive, and/or driver held package-tracking devices 20 may also beused or added to existing switches. It is recommended that all of theforegoing features be employed to provide redundant checking and controlof communication. More specifically, the system menu switch 21 includesoptions for route starting and resetting, driver responses to messagessent from the BSCU, suspended operation (lunch, breaks, etc.), emergencyactivation, etc. The system menu switch 21 operates by scrolling upwardand downward through options and selecting by pressing left or right onthe control knob. Special events also are programmed to occur throughouta normal day of operation such as, on screen displays to the driver anddriver prompts to enter a response “are you starting your route?” or“when are you breaking for lunch, after this stop?” or “stop 115 3 ^(rd)street has responded to message and is available to receive a package ornot available for delivery”. Would you like to reschedule this deliveryfor today?” etc. The attempt to deliver switch 22 can be actuated by thedriver upon reaching a user stop and finding no one available to signfor and/or receive a package, in order to inform the VCU 12 that a stophas been made and the package is still on board, the details of whichwill be further described hereinafter. The driver at a stop can actuatethe reschedule stop switch 23 if the driver is planning to revisit thestop in the same day, as will be further described in detailhereinafter. This indicates to the microprocessor controller 16 that adisplay module 33 and memory should be updated. In essence, the attemptto deliver switch 22 and the reschedule stop switch 23 cause the stopdesignation to be rescheduled for a second time in a day or for thefollowing day. The actual displayed information on the display module 33is acceptance of input and further instructions, normally when thereschedule stop switch is activated. Additional options include theplacement of the stop to be rescheduled within the upcoming stops inthat day. The stored driver choices in the VCU 12 from the attempt todeliver and/or the reschedule stop switch/s, are sent to the BSCUrespectively. Additional menu options 21 can be added to the VCU in theform of buttons, as shown in FIG. 40.

The VCU 12 can be configured so that the operation of the system menuswitch 21, the attempt to deliver switch 22, and the reschedule stopswitch 23 are purely optional. In this configuration, the locationsensor 25 automatically accomplishes the aforementioned functions of theswitches 21-23. However, in a simple configuration the delivery driverhas no user functions and the VCU sends package, delivery, and timeinformation only to the BSCU (FIGS. 19 and 20). The range ofconfigurations is provided for the types of deliveries and nature of acompany and its packages or cargo. As an example, a furniture deliverycompany only delivers a limited number of packages per day. Mostdelivery times (on location) for furniture is unpredictable and,therefore, advanced features needed for quicker and more frequent stopsare not needed.

However, in one of the simplest configuration, the delivery driver hasno user functions and the VCU is not equipped with alocation-determining device. The VCU is equipped with a package sensoronly, and the package sensor sends signals to the BSCU for the actualdelivery of a package at a stop. Furthermore, for the BSCU to determinenotification time, distance, location on a map, or broadcast thedelivery vehicle's next stop, the BSCU should store the driver's routein its data base and/or receive next stop information from the VCU orother stored means. Other types of information may also be displayed onthe display module 33. For example, the display module 33 may inform thedriver of a particular vehicle, to meet another driver for load sharing(as in a holiday season, or when a driver experiences an emergency, suchas a breakdown from a deflated tire or involvement in an accident), andthe status of the VCU 12 in communication with the BSCU 14, or that theadvance notification system 10 is operating.

A sensor comparison in the VCU provides the BSCU with more accuratevehicle operational intentions, such as a vehicle door sensor and alocation device (e.g., GPS) which may be compared for knowing if thedriver has started to the next stop. A cross reference of these sensorsand switches can make a determination between the vehicle making adelivery stop and stopping at a road sign or red light or rest area. Bycomparing the location device outputs and determining when the vehicleis stopped, with the delivery door sensor, a determination of a stop canbe assured. Other calculations can be utilized on single sensors such asto count the number of times the delivery door opens and closes, or as apackage is scanned as it enters or leaves a vehicle.

A positioning system 25 can be used to determine the geographicalposition of the vehicle 19 on or above the earth's surface. Thepositioning system 25 could be GPS (global positioning system), theLORAN positioning system, the GLONASS positioning system (USSR versionof GPS), or some other suitable position tracking system.

FIGS. 7, 8, 9, and 10, are modular component diagrams of the advancenotification system 10 of the present invention, as configured tooperate for example, but not limited to, delivery truck systems.Furthermore, each diagram helps to show examples of VCU 12 in different,but not limited to, system configurations and applications. It will beapparent to those skilled in the art that numerous other variations ormodifications may be made to the preferred embodiments without departingfrom the spirit and scope of the present invention.

To better understand the modules within VCU 12, FIGS. 7, 8, 9, and 10,are examples of different configurations for providing advancenotification of an impending arrival of a particular vehicle. Moreover,to understand the VCU 12 in different systems, FIGS. 7, 8, 9, and 10,are illustrations and modular diagrams of the advance notificationsystem and how the VCU 12 interacts with the other system components.FIG. 7, is an advance notification system 10 comprising, preferably, aplurality of on-board vehicle control units (VCU) 12, a modular BaseStation Control Unit (BSCU) 14 and one or more person's linked to acomputer network with one or more computers 36. In this configurationeach Vehicle Control Unit (VCU) 12 is equipped with a global positioningsystem (GPS) 25 receiver for receiving satellite signals for determiningvehicle location. The global positioning system (GPS) receiver sendspositioning data to the Computer Controller (CC) 12 a. The computercontroller from a hierarchy standpoint controls the overall operation ofthe Vehicle Control Unit (VCU) 12. The computer controller 12 ainteracts with the Cellular Transceiver (CT) 18 a and establisheswireless communication through the Wireless Transceiver (WT) 26 to theBase Station Control Unit (BSCU) 14. Actual communication between theVehicle Control Unit (VCU) 12 and the Base Station Control Unit (BSCU)14 can occur when the Computer Controller (CC) 12 a receives wirelesscommunication from the Base Station Control Unit (BSCU) 14, or whenpredefined User Input Controls (UIC) 21 a are activated, or when apredetermined time period has expired, or a predetermined vehiclelocation is determined, through the Global Positioning System (GPS) 25receiver. The actual communication protocol is normally set by the BaseStation Control Unit (BSCU) 14 and established from the end-userrequirements during the setup of each system.

The advance notification system 10 is customized for each systemimplementation for communication optimization needed for lowering thenumber of wireless messages and the cost between the Vehicle ControlUnit (VCU) 12 and the Base Station Control Unit (BSCU) 14. As anexample, when vehicles have extended and long drives, normally in ruralor remote areas, communication can be stopped until the vehicle reachesa predetermined location, time, or when polled by the (BSCU) 14. Uponreaching the predefined location, or the expiring of a predefined timeperiod, or when polled by the (BSCU) 14, communication is restarted.Additionally, the actual communication can be triggered by theactivation of a User Input Control (UIC) 21 a. As an example, when avehicle driver activates the User Input Control (UIC) 21 a (when apackage is delivered and sensor is activated), communication from theVehicle Control Unit (VCU) 12 to the Base Station Control Unit (BSCU) 14can be established. Because the (BSCU) 14 controls the communicationprotocols (ability to analyze travel data for best communicationmethods, then down loaded to VCU 12) in the (VCU) 12, multiplecombinations in most trucks can be used to limit communication.

FIGS. 8, and 9, are illustrations of advance notification systemconfigurations, without the use of a Global Positioning System (GPS) asshown in FIGS. 1, 2, 6, 7, and others. These configurations illustrate asystem for notifying a Person's Computer (PC) 36 by tracking eachvehicle's package delivery attempt, by monitoring User Input Controls(UIC) 21 a and each truck route list with order of delivery (RL) 21 b.By monitoring each vehicle's attempted delivery and their particularroute order, advance notification can be set for a prior stop, aparticular estimated location using mapping software and/or past recordsof vehicle times associated with package delivery stops and the timebetween.

FIG. 11 is a schematic circuit diagram of the VCU 12.

The VCU 12 is designed to be a compact unit with a generally rectangularhousing 34 that is mounted preferably on or in front of the dashboard ofthe vehicle 19 in view of and within reach of the vehicle driver. In thehousing 34, the microprocessor controller 16 is interfaced with thetransceiver 18 by a transceiver jack 31 (preferably a conventional8-conductor telephone jack when transceiver 18 is a mobile telephone),and the transceiver 18 includes an antenna 32 for transmitting and/orreceiving signals to and from the BSCU 14. Furthermore, the VCU 12includes a liquid crystal display (LCD) module 33 disposed for externalviewing of the display by the driver for providing information to thedriver, as described previously.

FIG. 12 is a more detailed schematic circuit diagram of the electroniccomponents associated with the VCU 12. The microprocessor controller 16essentially controls the operation of the transceiver 18, the GlobalPositioning System (GPS) 25 and the LCD display module 33. A switchingelement 37, such as an opto isolator (optical isolator) unit, provides abuffer between the microprocessor controller 16 and the battery 35 aswell as switches 20, 21, 22, and 23. An EEPROM 43 is provided forstoring the control programs (FIGS. 11 and 12) and other requisite datafor the microprocessor controller 16, and a RAM 44 is provided forrunning the control programs in the microprocessor controller 16. Amatrix keyboard emulator 39 is interfaced between the transceiver 18 andthe microprocessor controller to control and transmit signals over thetransceiver 18. Further, a dual tone multiple frequency decoder 41 isinterfaced between the mobile telephone transceiver 18 and themicroprocessor controller 16 for decoding modem signals, or tones,received by the mobile telephone transceiver 18 from the BSCU 14.

B. Base Station Control Unit

The BSCU 14 may be implemented using any conventional computer withsuitable processing capabilities. The BSCU 14 can communicate to thehomes or businesses of customers via, for example but not limited to,either of the following interfaces: (a) computer links through modemcards to the user computers 29; (b) a computer network operated by anInternet service provider. The Internet adheres to the conventionalcomputer-networking model and supports the carrying of applicationinformation in an application independent fashion. The computer networkis a cost effective technology that delivers voice and data informationbetween computer terminals and a computer network or Internet usingexisting POTS (plain old telephone service) lines, ADSL (asynchronousdigital subscriber line), FTTC (fiber-to-the-curb) networks or cabletelevision network or a combination of the two infrastructures. The BSCU14 or parts of the BSCU 14 may also reside in a user home or business asa stand alone operational system, via software operating on a usercomputer and receiving vehicle location information from VCU/s through amodem and/or network link. Moreover, the BSCU and user computer maycontain combinations of modules for achieving notification of theimpending arrival of a vehicle at a user stop, on that usercomputer/computer address.

In the preferred embodiment, a centralized BSCU 14 communicates througha direct link to a computer network and/or multiple port modem cards touser computers 29. When using multiple means in this regard, a set ofconventional modem processing cards 36 are utilized for communicatingwith computers 27 in one or more homes or businesses, or withcomputer/Internet addresses as depicted in FIG. 1 as user locations 36.The system 10 could be configured to send an electronic message toprospective users' network address, thus warning them of the impendingarrival of a vehicle 19, as opposed to sending data to activate a usercomputer equipped with additional software, for displays and audiowarnings. In the preferred embodiment, the BSCU 14 includes at least onecommunication mechanism 26 and associated line 26 a, dedicated forcommunication with the VCUs 12. However, as mentioned previously, theBSCU 14 may be designed to communicate with the VCUs 12 via any suitablewireless communication device, in which case, the BSCU 14 would comprisea corresponding transceiver having the ability to receive a plurality ofsignals from the plurality of vehicles 19.

The BSCU 14 also includes at least one, but preferably a plurality oftelephone modems 27 (or other suitable communication interface) withassociated telephone lines 27 a, for making the communication links tousers' computer locations, or in this case, the homes or businesses ofthe users receiving and sending packages. The user messaging program(FIG. 3) for the advance notification system can be designed to sendmessages to the computer address associated with homes or businesses ofthat user and allow the computer to display a message to be recognizedas that of the advance notification system. Although, sendinginformation from a BSCU to a user computer as described above is used inthis example, other configurations are equally important. Anotherconfiguration includes a user computer 36, equipped with the BSCUsoftware modules and a link to a computer network 27 for receivingvehicle location information FIG. 8.

The BSCU 14 modules and the PC 36 modules can be configured in multiplearrangements. In FIGS. 7, 8, 9, and 10, system modules are setup indifferent configurations to show examples of moving modules from remoteBSCU 14 areas to a PC 36. A system setup normally requires a WirelessTransceiver (WT) 26 for communication with the VCU 12 on vehicles and aVehicle Location Data Base (VLDB) 14 a for storing vehicle location dataand a Mapping Software Data Base (MSDB) 14 b for positioning thevehicle's location onto maps and a Notification Data Base (NDB) 14 c foractivating an impending arrival message from a User Request Data Base(URDB) 14 d. The URDB 14 d stores each person's phone number/s, computeraddress, preferences for notification, package information, stoppingdeliveries when out of town, etc. The Person's Computer 36 linked to acomputer network is for receiving impending arrival messages whenvehicles are approaching. A person's computer can be equipped withstandard messaging software associated with a computer network oradditional software that activates additional audio and/or video whenvehicles are approaching and an impending arrival message is received.Moreover, networking software provided by commercial Internet accessproviders with electronic messaging (E-Mail) capabilities, provides aneasy method for a person wanting impending vehicle arrival informationon their computer screen without adding proprietary software associatedwith an advance notification system. Actual messages can be forwarded tothe Vehicle Control Unit (VCU) 12 when necessary and displayed on theLiquid Crystal Display (LCD) 33 a for driver requests and deliveryneeds, requesting additional information, etc.

FIG. 8 illustrates a system configuration for placing more intelligenceand computer processing capabilities in each person's computer 36, asopposed to FIG. 7 where the Base Station Control Unit (BSCU) 14 iscontrolling the Mapping Software Data Base (MSDB) 14 b, the NotificationData Base (NDB) 14 c, the User Request Data Base (URDB) 14 d and in FIG.7 these modules are controlled by each Person's Computer (PC) 36 linkedto a computer network. By equipping each Person's Computer (PC) 36 withproprietary advance notification system software as illustrated in FIG.8, different system configurations can be used for optimization andcustomization for the end user. Additionally, information sharingbetween modules on a person's computer 36, as opposed to more moduleslocated at remote locations (FIG. 7) away from each person's computer,may, in some cases, not optimize performance. By locating system modules(proprietary software) on each person's computer, the Base StationControl Unit (BSCU) 14 loading can be minimized. Moreover, actualonscreen video and audio associated with the advance notificationwarning can be stored on a person's computer, with activation by avehicle's location as it reaches a predefined location, time, or priorstop. This configuration allows vehicle location information to bereceived by the Wireless Transceiver (WT) 26. The live vehicle locationinformation is made accessible through the Vehicle Location Data Base(VLDB) 14 a. The (VLDB) 14 a also analyzes route data by averaging pastroutes with time from one location to the next. Time of day, day of weekand month are also determining factors needed for determining theaverage travel time from one location to the next. The protocols usedfor the computer network communication between the modules located on aperson's computer 36 and the modules located at a remote site 14 forvehicle location 14 a are normally as follows. (a) The Person's Computer(PC) 36 contacts the Base Station Control Unit's (BSCU) 14 VehicleLocation Data Base (VLDB) 14 a when vehicle location is needed formonitoring a vehicle for an advance notification warning. Timing cyclesare used for vehicle location updates and preferences can be set forcommunication optimization. (b) The Base Station Control Unit (BSCU) 14sends vehicle location to the Person's Computer (PC) 36 when apredefined time period expires, the estimated vehicle location is notcorrect with the actual vehicle location, when a vehicle sensor isactivated, or when loading or capacity allows for communication to takeplace. Additionally, vehicle location 14 a information can be sent overa computer network and/or Internet at predefined times and automaticallyreceived by each Person's Computer (PC) that is linked to the computernetwork/Internet. A particular vehicle's location, in-betweencommunication cycles, is established by past vehicle location recordsand average time needed to travel from one location to the next.Moreover, some configurations only update vehicle locations at apredefined time of day.

FIG. 9 and FIG. 10 are illustrations of an advance notification systemconfiguration without the use of a Global Positioning System (GPS) asshown in FIGS. 1, 2, 7, and 8. These configurations illustrate a systemfor notifying a Person's Computer (PC) 36 by tracking vehicles' packagedelivery attempts, by monitoring User Input Controls (UIC) 21 a and eachtruck's Route List with order of delivery (RL) 21 b. By monitoring eachvehicle's attempted delivery and their particular route order, advancenotification can be set for a prior stop, a particular estimatedlocation using mapping software and/or past records of vehicle timesassociated with package delivery stops and time between. The BSCU 14modules can be networked between remote locations and a PC 36. Theseconfigurations allow the BSCU 14 to run all or some of the proprietarysoftware and messaging capabilities for sending or displaying impendingarrival messages to or on a PC 36 before a particular vehicle arrives.Additionally, setting preferences can be achieved by connecting a (PC)36 to the data stored on the BSCU 14, or storing the preferences on eachPC 36.

The messaging program (FIGS. 3, 4, 5, 6, 8, 9, 22, and 25) associatedwith the advance notification system 10 may also be configured to makethe user computer 36 exhibit a distinctive audio sound, or audiomessage, so that the recipient can be a way from the computer andreceive the message. The message may also be in the form of a code foractivation of advance notification software for displaying messages ordirect a modem link for playing audio from a broadcast. A standardactivation or broadcast of a message is in signals, sent to a computerwith a modem attached, over a telephone line and typically in the formof tones. The message is asserted over the telephone line 29, foraccessing a computer address and establishing a communication link to auser computer 36 over a telephone line 29.

Implementation of an advance notification system over a computer networkmay be accomplished by purchasing a networking feature as a softwareand/or hardware package or in the form of a software program withcommunication capabilities and network service provider package or linksto networks. One form of a network link is in the form of an Internetservice provider. This service is widely available to the public.Generally, Internet service providers operate network computers forlinking computers with other computers, now usually over normaltelephone line interfaces, but greater capacity handling communicationlinks including fiber optics, cable television networks, and digitalwireless networks may also be used. When a computer is connected over atelephone line to an Internet service provider the telephone line linktravels from telephone lines linked to the Internet service providerthrough the telephone company switch to the user computer.

The feature for establishing the Internet connection is sold to thepublic under several different commercial trade names. Examples are asfollows: America On Line (AOL), Microsoft Network (MSN), AT&T World NetService, CompuServe and many more.

The package addresses are normally associated with the packageidentification numbers in many ways. For example, the package addressmay be added to the package by additional bar coding when the package isshipped or, the user sending or receiving a package may connect to theBSCU over a computer network or telephone and add an address (computernetwork address) to a package identification number for activating anadvance notification message associated with the impending arrival of avehicle carrying this package.

II. System Operation

A. Initialization

Initially, vehicle stops for each vehicle 19 are programmed into theadvance notification system 10 by entering the respective packageaddresses. As the vehicle 19 is loaded with packages, the packageaddresses are considered as the vehicle location stops by the system 10.The actual addresses of the packages are normally scanned into adatabase program using a bar code scanner device (United Parcel Servicetracking numbers are of the following formats: 1Z 999 999 99 9999 999 9,9999 9999 999, T999 9999 999, or D999 9999 999 with spaces and dashesignored). The actual vehicle number (which delivers or picks up apackage from a business or resident, and not necessarily mid-pointvehicles) and package addresses are recorded into the BSCU 14 whenpackages are sorted to a specific delivery vehicle or truck or enteredinto the BSCU 14 by the user sending or receiving the package.Additional vehicle stops may be added when requests to pickup packagesare received. The request to pickup a package can be downloaded to theVCU 12, with a display for the driver to accept or return for anotherdriver or time/day. If the vehicle driver enters route or package data(the order of delivery, packages, or changes from a computer generateddelivery list) the data is then uploaded to the BSCU 14. The timing andpackage delivery locations are recorded in the BSCU 14 during theinitialization of the system 10 and used as a reference for determininglocations from impending arrival message points. This informationaccesses the computer network to inform a user computer when a deliveryvehicle 19 is at a predetermined time, mileage, street location, and/orlast delivery away from a vehicle stop. In the preferred embodiment,determining the location of a delivery vehicle 19 is accomplished bysending the vehicle location of a delivery vehicle 19 from the time thevehicle departs and/or starts its route.

The timing information is recorded during the initialization and dailyrecording of vehicle locations with time, and the system 10 is used as areference during the usual operation of the system 10 for the purpose ofdetermining whether a delivery vehicle 19 is at a predetermined locationor time from a delivery stop. Other reference information may beobtained from software for mapping, for example, streets, vehicle speedlimits, and traffic flow.

However, it should be emphasized that other methodologies could beutilized for determining the communication to or from a location sensorof a delivery vehicle 19. For example, the GPS sensor 25 may communicatewith the BSCU 14 when the delivery vehicle is in motion (as indicated byphantom lines in FIG. 1), additional VCU timing cycles for communicationcontrolled by the microprocessor controller 16. At particular times, thelongitude and latitude readings or optionally a Universal TransverseMercator (UTM) grid system number, could be sent when the vehicle is ina stationary position, the communication cycle controlled by themicroprocessor could be slowed down to one cycle until the vehicle is inmotion again, compared to reference longitude and latitude or (UTM)information readings which were obtained on a cycle per minute when thevehicle is in motion 10. In this way, the determination of the locationof a delivery vehicle could be accomplished by less communication to andfrom the VCU and BSCU 14.

Another methodology, which could be utilized for the timing cycles ofcommunication to and from the delivery vehicle 19 involves interfacingthe BSCU 14 with wireless communication protocols. The BSCU 14 system isequipped with communication software for contacting each VCU 12 andasking for GPS longitude and latitude information or UniversalTransverse Mercator (UTM) grid system information from the VCU 12 oneach delivery vehicle 19. The vehicle location may be polled in normalcommunication protocols, such as contacting each VCU 12 in a first tolast cycle with vehicles in motion or on a normal clock cycle forminimizing communication to and from the VCU 12 and BSCU 14. Thereceived delivery vehicle location (longitude and latitude or UniversalTransverse Mercator (UTM) grid system information) from the VCU 12 tothe BSCU 14, is calculated from the time and/or distance away from astop using mapping technology for road distances, and additional speedlimits, actual traffic averages, and other means for better calculationaccuracy.

B. Regular Operation

The overall operation of the advance notification system 10 will bedescribed with reference to FIGS. 13 and 15. FIG. 13 sets forth a flowchart showing the overall operation after the system 10 has beeninitialized. FIG. 15 shows an example of a schedule of possible eventsand the interactions, which might occur between the VCU 12 and the BSCU14 as the vehicle 19 travels along its route and makes its scheduleddelivery stops.

In FIG. 13, the right-hand column illustrates the sequence of events forthe BSCU 14, and the left-hand column illustrates the sequence of eventson the VCU 12. In the efforts to lower overall communication between theVCU 12 and the BSCU 14 when large vehicle fleets are equipped with theadvance notification service, actual vehicle locations in the BSCU arebased on past route comparisons, as shown in FIG. 16. FIGS. 14A and 14Bare illustrations of a time line for delivery stops and plannedroute-timing events for each stop. The time line has the following timedesignations: when the route should start 606, time to each stop 605,and the ability to change the route list 615 when the VCU locationsensor determines a difference.

First in FIG. 13, the delivery vehicle ignition is switched on, asindicated at block 45 a. At the beginning of each route, the system 10could be configured to automatically initialize itself upon power up ofthe VCU 12. The delivery door opening or a bar code scanner initiatingcommunication, or both, could activate the powering up. Further, theBSCU 14 could be programmed to initiate itself after the vehicle 19moves to a predefined distance or location, such as a waypoint(longitude and latitude or Universal Transverse Mercator (UTM) gridsystem information area), determined by the GPS 25. This initializationaction causes the microprocessor controller 16 to inform the BSCU 14 ofthe vehicle location and the beginning of its route. The foregoingaction is indicated at flow chart block 45 b (FIG. 13). Alternatively,the vehicle driver can press the start/reset switch 21 on the VCU 12system menu 21 to initialize the BSCU 14 for restarting the routetracking sequence. Additionally, driver/user options may be accessed bythe user controls on the VCU 12.

After initialization of the VCU 12 to the BSCU 14, the display module 33on the VCU 12 preferably displays stop and location information. Thestop location continuously (FIG. 40) runs on the display as the deliveryvehicle 19 progresses along its route.

Next, as indicated at flow chart block 45 c (FIG. 13), the VCU 12determines, continuously or periodically, the location of the deliveryvehicle 19 by the GPS 25 and sends the BSCU 14 (FIG. 1) the locationinformation in view of the planned route or stop sequence data (derivedfrom initialization of the packages on the vehicle and/or mappingtechnologies). In the preferred embodiment, the BSCU 14 at leastcompares the delivery vehicle current location with the planned routelocation derived from the logistics of current mapping and routeplanning technology (FIG. 10) for determining time and/or distance awayfrom a user stop. By comparing previous vehicle routes with timedifferences between waypoints (longitude and latitude points orUniversal Transverse Mercator (UTM) grid system information points anaverage route timing data base may be used to calculate the time totravel from actual vehicle locations to the impending arrival time at aparticular stop. Additional traffic flow measurements may be added bycomparing time of day, actual live traffic flow sensors, or othermethods.

The method for determining a distance from a user stop for activating anadvance notification message may be accomplished by software at the BSCU14 or the user computer. The user interactive software shows the currentuser location on a map (FIG. 31). The user places road markers FIG. 38,a circle perimeter FIG. 36, a grid perimeter FIG. 37, which allows thevehicle to determine actual points at each road for a message of theimpending arrival of a vehicle, etc. The actual vehicle locationactivates the impending arrival message when the location matches theselected choice from the user preference data base. Furthermore, theactual order of vehicle stops may be used to determine if the vehicle isentering a selected area on more than one occasion. This comparisonprovides a distinct advantage by increasing the accuracy of a vehicleimpending arrival message by sending the message after the last entry ofa vehicle into the user-predefined area. Another advantage of comparingthe delivery order list to the user defined areas for notification isthe addition of the number of deliveries before reaching the user stopto the impending arrival message, e.g., “UPS has 3 packages for deliveryand is 1 mile from your stop at this time. The vehicle has 2 other stopsbefore reaching your location”.

While the delivery vehicle actual locations are compared to the existingtravel time and distances (FIG. 15), the BSCU 14 is also storing actuallocation events (time between longitude and latitude or Universal,Transverse Mercator (UTM) grid system information points) for averagingwith the planned route/travel time over distances. When the BSCU 14begins sending messages to user computers at a predefined time,distance, location, and/or prior stop, for the impending arrival of adelivery vehicle 19, each particular user computer 36 receives anelectronic message and is displayed on their screen, as indicated inflow chart block 145 a (FIG. 16). In one example, as shown in FIG. 16,at waypoint number 20 (140 c) along the delivery route, the BSCU 14places a message (144 c) to a user computer at waypoint 30 (140 d) ofthe delivery vehicle actual location. A second example in FIG. 16, showsa user being notified when the vehicle is one mile away (144 d) fromwaypoint 30 (144 d). The third example in FIG. 16 shows a user beingnotified when the vehicle is at a predefined street location (144 b).This is accomplished by comparing street mapping software with includedlongitude/latitude or Universal Transverse Mercator (UTM) grid systeminformation coordinates, notification requests, and the (BSCU) 14vehicle location data base (VLDB). As shown in the configurations (FIGS.15 and 16), time is used to cross reference travel between locations.Determining vehicle location, between communication updates, is achievedby comparing times of prerecorded route information, actual live trafficmonitoring systems, and statistical data.

Additionally, preferences for activation of advance notificationwarnings are shown in FIGS. 33, 34, 35, 36, 37, and 38. After apreference is selected from the end user, the data is normally placedinto the Notification Data Base (NDB) 14 c after calculations have beenmade from the address entered into the BSCU computer from a networkconnection as shown in FIGS. 30 and 31, or ANS software residing ontheir computer, with or without a network connection. The othercalculation of information is in finding an actual longitude/latitude orUniversal Transverse Mercator (UTM) grid system information coordinateof each home, business, street address, or most other places on theearth's surface, which can be found with existing mapping software. TheUniversal Transverse Mercator (UTM) is one grid system that eases theconversion of GPS readings to map data.

Another example compares the list of stops with the vehicle location anddetermines the last occurrence before the delivery vehicle will crossthe predefined marker points to activate the impending arrival message.

Additionally, the BSCU 14 adjusts its messaging activation to an actualstop point at each user stop. This allows each user to be notified inaccordance with the selected predefined time, distance, location and/orlast stop, for example, “The XYZ Delivery Company truck is currently atthe corner of Delk Road And Peachtree Street and is approaching yourstop” block 415 (FIG. 18). A second message 419 (FIG. 18) will also besent when the vehicle is detained outside of the predefined systempreferences for being late for a stop after sending the initial message415. Furthermore, in this configuration, a third message is sent as thevehicle arrives at the stop 424. The Flow Chart 399 (FIG. 18) shows anexample of the messaging sequence from the BSCU to each user. Theexample also shows the activation methods used for determining when avehicle is late and a second and/or third message should be activatedand sent to the person's computer. However, when the BSCU 14 determinesthat the delivery vehicle 19 is excessively late after notifying anindividual of an impending arrival at a particular stop, the BSCU 14resets the message for a route update sequence (FIG. 17) that informsthe user of an unexpected occurrence (e.g. a traffic jam), as indicatedat flow chart block 399 (FIG. 18). The planned route (FIG. 17) 401 isupdated by the actual route information when the preferences 403 areexceeded and the actual time exceeding the predefined limits 406 arereached. The route update is complete when the new actual time 402resets the planned time associated with the location of the vehicle. Theroute timing update is shown in block 404 (FIG. 17). After each routeupdate, a message update routine determines if an end user needs asecond or third message. The activation of a second message is normallydetermined by the planned location predefined limit 403, or anindividual limit predefined for sending a second or third message. Theillustration (FIG. 17) 406 shows an automatic sequence for activating asecond message 405 and sending a second message 405 b, when each routeis reset. A more detailed description (FIG. 18) 399 shows how theactivation of a second message is determined.

As indicated at flow chart block 45 f (FIG. 13), the BSCU 14 againdetermines if the delivery vehicle 19 is on the planned route and stopschedule by analyzing the vehicle location 25 (FIG. 1) and comparing itto the actual stops on the list. Preferably, in this regard, the BSCU 14at least compares stops on the driver list and the actual location ofstops made by the driver to determine if the driver has changed from hisroute list order. Other stops, such as pickups (FIG. 44), are displayedon the vehicle VCU display, and changes to the route list (FIGS. 42 and43) order are available to the driver via push button entry.Additionally, so the driver acknowledges a new entry or route update,the VCU may be equipped with an audible sound, such as a buzzer, tone,or different voice recordings for announcing each event without the needfor the driver's eyes to look at the VCU display when driving.Accordingly, requests for package pickups are processed in the BSCU 14and sent to the appropriate vehicle VCU 12 and scheduled into thedrivers' list of stops (FIG. 41). The driver has the final opportunityto reschedule (FIG. 43) or move (FIG. 42) an added stop through the VCU12 push button menu.

For example, FIG. 14 shows a finished delivery route that started atseven thirty. After starting the delivery route, the delivery vehiclearrives at stop number 001 at 07:37:22AM 610 after driving seven minutesand twenty-two seconds 609. Stop 001 takes two minutes to unload all thepackages and another two minutes and ten seconds to reach stop 002 at07:41:32AM. Stop 003 takes five minutes and forty-five seconds from thetime the vehicle arrived at stop 002. The arrival at stop 004 is on timebut the delivery takes an unexpected ten minutes 614 and causes aten-minute delay 615 in the scheduled route. The scheduled route listwas rescheduled by the delay 615 of ten minutes and stop 005 was reachedten minutes later than the scheduled planned route, at 08:13:34AM. TheVCU display in FIG. 14 and block diagram 602 is an example of theinformation that the driver sees and uses. The other route informationshown in FIG. 14 and block diagram 601, is not needed for driverinteraction and is a VCU 12 automatic component for lowering thewireless communication between BSCU 14 and the VCU 12. Although notdisclosed in this example, additional directions with or without mapdisplays, estimated route completion times, on or off normal scheduleindicators, and others may also be displayed on the VCU display module33. Just prior to leaving a stop, the driver views his next stop on thedisplay module 33. Additional directions can be activated by thedrivers' input or automatically after a predefined time period or apredefined distance the vehicle has traveled. The automatic displaychanges may start when the driver arrives at a stop by displaying thenext location. The display shows the next address until the vehicle hasstarted moving and the display cycles between the next stop's addressand a map display showing directions. The display continues to cycleuntil the vehicle arrives at the next stop, then the sequence repeats.

The vehicle location and the communication of the vehicle location fromthe VCU 12 to the BSCU 14 are determined by both the BSCU 14 and the VCU12 for lowering the amount of wireless communication. As previouslyexplained the VCU 12 can be programmed to compare a planned route withan actual route and communicate to the BSCU 14 when the differencesexceed the predefined limits. The VCU 12 can also be programmed by theBSCU 14 for communication cycles. The cycles which can be programmed foracknowledgment of sensor activation and communication from the VCU 12 tothe BSCU 14 can only be made when the vehicle has left stop 1. Thedisplay module 33 preferably displays “next stop” followed by directionsand/or messages received from the BSCU 14. The foregoing feedback signalfrom the vehicle in motion may be replaced or generated from othersensors, such as the driver seat, the ignition switch, placement of thevehicle in gear, etc.

In accordance with FIG. 27, the BSCU 14 checks the vehicle location toconfirm that the vehicle location 141 a corresponds to the programmedvehicle location 140 a. When actual vehicle location 141 a is differentfrom the planned route location 140 a changes are made 142 a in theplanned route data. Determining when the vehicle 19 is at apredetermined location on a map is shown in FIG. 28. The actual locationpoints and/or addresses 341 a-341 f are determined by the VLDB 14 a, theMSDB 14 b, and the URDB 14 d, then stored into the NDB 14 c. In FIG. 27a user at 1010 Oak Lane 332 has requested an advance warning time. Theadvance warning time is five minutes and thirty seconds 336 before XYZDelivery Company 335 delivery truck arrives. When the vehicle crossesany locations matching notification time/s 341, shown in more detail inFIG. 28, the advance warning is activated. The only exception is a stopthat is scheduled between an activation point/location and the finaldestination. The delay of notification for each stop between (FIG. 27)343 is used to determine an arrival time when other stops will be madebetween the activation points and the targeted destination. Past routeaverages normally determine how much time a stop will take. In FIG. 27,block diagram 343, each stop in-between the activation points/locationsand the final destination will take fifty-five seconds. Each stop thevehicle makes, at each location, can be averaged and therefore differentand better determinations of actual delivery times can be made for moreaccurate advance warning message times. Although time is used as theadvance notification method 336 in this example, notification bydistance 337, and notification by location 338 can also be used.

If the delivery vehicle 19 is stopped in traffic, the then VCU 12 willcontinue to communicate with the BSCU 14 each time the vehicle is inmotion to inform the BSCU 14 of this new location, not exceeding thepredetermined cycle limit, such as a vehicle in start/stop traffic. Ifthe vehicle 19 is on a normal schedule and on an expressway orinterstate, the BSCU 14 may have a Vehicle Location Determining Factor(VLDF) 104 (FIG. 21) of 95% or higher, without repeated cycles from thenormal operation of the VCU 12. Based on the location of a vehicle andthe VLDF 104 the BSCU 14 may lower the communication cycle rate of theVCU 12 until the vehicle enters a more demanding area or an area closerto a user stop or when the VLDF 104 is at a lower percentage. The VLDF104 (FIG. 21) is determined by the past vehicle location points andaveraged time. This feature can lower the communication rate from theVCU 12 to the BSCU 14 by determining when communication should beincreased or decreased and not overloading existing communicationchannels. Other methods to determine when to use cycle communication, asshown in FIG. 21 and FIG. 24 are before the route starts 914, and inFIG. 23 when the route is in progress 901. Moreover, as previouslydescribed, the VLDF 104 is also used to determine when cyclecommunication is used. In FIG. 23, the next stop is evaluated by thetime 905 and distance 904, then the distance 904 is compared to thedefault distance exceeding limit 906, and the time 905 is compared tothe default time limit 907. When time or distance exceeds the predefinedlimits, the method is changed to cycle communication 910 for delayingcommunication when it's not needed. The distance, location, or time 911sets the restarting of communication. FIG. 24 shows an example fordetermining when to use a cycle communication method in a route list,before the route starts 914. By comparing the route list with mappingsoftware 915 for determining actual roads and streets to be traveled,adding the notification data base (NOB) 916 (when impending arrivalmessages will be sent), delays between notification activation times canbe determined. When the time delay between notification times reach apreset limit, in this example ten minutes 917, the communication can bestopped 918 for a period of time 919 or when a location is reached 920.The actual time or distance for stopping the communication is determinedby the amount of time or distance/location between stops andnotification activation points.

After the BSCU 14 downloads communication methods to the VCU 12, andduring the VCU 12 actual route, if the VCU 12 communication monitoringmeans determines no changes in the vehicle location and no sensoractivity after a clock cycle has been completed, communication isdelayed until the vehicle location has changed and/or actual sensoractivity is determined. Additionally, when the VCU 12 communicationmonitoring means determines a communication problem after an attempt hasbeen made to contact the BSCU 14 (e.g. vehicle enters an area thewireless communication means cannot connect to the BSCU 14 known in theart as a “dead area or drop area), the clock cycle is accelerated untilthe communication to the BSCU 14 is regained. The VCU 12 will continueto monitor the inputs from devices (FIG. 12) 20, 21, 22, 23, and 25, togain current information when communication is acknowledged/restored.

Communication methods are normally associated with wireless loading andthe ability to handle a fleet of VCU 12 responding to one BSCU 14 inmost configurations. When other configurations are used for advancenotification systems, such as, (FIG. 19 and FIG. 20) the VCU 12 equippedwith a delivery order route list (FIG. 19) 181 and a sensor oractivation method for determining when an attempt to deliver a packageon the route list has been made, the communication is simply activatedby the sensor input. In FIG. 19, the flow chart shows how the VCU 12 andthe BSCU 14 communicate to locate a particular vehicle location. To finda vehicle's location 160, in this configuration, the current stop andorder of delivery list 161 is determined from the information receivedby the VCU 12. The location of the last stop 162 and the time of thelast stop 163, is compared with the next delivery stop 165 and thedistance 166 and time 167 between the stops for an estimated time ofarrival 169. Mapping software 14 b and prior route records of pastdeliveries 168 provide additional data for determining the vehicle'slocation. Determining the activation of an advance notification warningassociated with this configuration is shown in FIG. 20. When a deliveryor an attempted delivery is made 191, the information is sent 191 a fromthe VCU 12, to the BSCU 14, and the BSCU 14 determines what stop is nexton the delivery list 193, and then tries to find this next stop in thedata base 194. If the user has information in the data base, preferencesfor sending an impending arrival message 195 are established and amessage is sent to this person's computer of the impending arrival of avehicle 196.

In FIG. 35, the VCU 12 is using and monitoring via the computercontroller 12 a, a GPS 25 location device and the user input controls 21a. The vehicle location and sensor input is sent to the BSCU 14 from theVCU 12 cellular transceiver 18 a. The BSCU 14 receives the wirelessinformation after the wireless information from the VCU 12 passes 5through the closest land based antenna, then the information is routedover switched telephone lines to the BSCU 14 modem connection 26 k. Thevehicle information 201 is added to the vehicle location data base(VLDB) 14 a. The actual user notification requests are received from aperson's computer connected over a network 209, and taken from userinput options 210, then stored into a notification data base (NDB) 211.The notification data base (NDB) 211 includes timing for activating anadvance warning 205 to physical and electronic addresses 204 andcompiling this information into a list for notifying persons' computers203 associated with a route list. To activate a message, the vehiclelocation and the preferences for notifying an individual should match202. When the match occurs, a message is initialized 208 and sent to aperson's computer 207, through computer network interface 206 andcomputer network 300.

The information sent to a person's computer can be received with normalcomputer networking software, or with additional proprietary software.With proprietary software (FIG. 25) operating on a person's computer223, the software can determine when a vehicle is approaching 224, thencompare user preferences 225 when a vehicle is approaching fordisplaying video 226 and playing audio messages 227 of the impendingarrival of a vehicle. Display information can for example, but is notlimited to, any of the following display options 226 a, show vehicledriver information 230, vehicle information 231, location on a map 232,time countdown 233, mileage countdown 234, last delivery or stoplocation 235, cargo information 236, etc. Audio information can be forexample, but is not limited to, any of the following audio options 227a, play audio of vehicle name 238, vehicle information 239, streetaddress 240, time countdown 241, mileage countdown 242, last delivery orstop location 243, identification of cargo 244, etc. An example of aperson's computer operating proprietary advance notification software isshown in FIG. 26. The display shows a map 770 a, a location on a mapthat represents a person's business or home address 773 a, and thelocation of a vehicle approaching the business or home address 774 a.Additionally, this display has been configured to show the time beforethe vehicle arrives 771 a, and to show the distance in miles before thevehicle arrives 772 a at the person's business or home address 773 a.

At the end of a delivery route (FIG. 44), the VCU 12 makes an inquiry tothe BSCU 14 as to whether there are any more delivery stops 151. If thedelivery list has been completed 152, then the VCU 12 may contact 153the BSCU 14 and receive additional information 155 to display on theVCU's LCD 155 a that prompts the driver to stop at a receiving dock formore packages, (especially during the holiday seasons and peak loading)or meet a second delivery vehicle to share its load when it is behind inits schedule. When the vehicle receives packages from another vehicle,the packages taken from the second vehicle are normally scanned out withnormal hand held bar code scanners and are loaded and scanned into thefirst vehicle package delivery data base 151 and the package locationinformation/bar code numbers (package identification numbers) areuploaded to the BSCU 14 with a new vehicle number. The route list isestablished from the BSCU 14 determining the shortest routes from theaddresses and downloaded to the VCU 12. The sequence for notification toa user computer is restarted.

A second method for a user to learn of the impending arrival informationof a package delivery may be accomplished by a user accessing andrequesting information through a computer network, for instance, theInternet, from the BSCU 14 through an Internet site or home page. TheBSCU 14 software is designed to be added to the existing Internet sitepages, which are owned and operated by delivery companies. When a useraccesses a computer address (e.g. Internet site), the user may enterrequests for a delivery by entering their telephone number, business orhome address, or package identification number, for locating actualpackages for delivery. If a delivery is to be made that day, an actualroute list from each vehicle stored in the BSCU 14 is compared to theplanned route and scheduled time of delivery (STD) database. The STD isa record of events from other routes, this record averages the time anddistance to be traveled with the actual route in progress. Note: the STDrecords are from GPS sensor readings and the time between or travel timebetween each reading and not from completed routes from start to finish.Thus, by incorporating the STD with the actual delivery schedule,estimated time of delivery is established and accessible to a userrequesting delivery schedule information. The advantages of offering auser a close approximate time of delivery are easily seen in theseexamples: a user needing to leave a delivery stop (home or business) forlunch or errands and expecting an important package to be delivered, ora user needing materials for an important meeting and knowing if thematerials will be delivered before the scheduled meeting time. Uponreceiving the information request from a user computer linked to theBSCU 14, a request for a vehicle, package, or user location (streetaddress/location on a map), telephone number, computer address, etc. canbe made available to the user to locate an area in which a delivery isgoing to be made. The vehicle associated with the delivery to this userbusiness, or package identification number processes that deliveryrequest. If a package is scheduled for delivery, the actual deliveryvehicle estimated time of arrival is given to the user requesting theinformation in, but not limited to, two formats, one the time of day(1:45PM) and/or a time count down (4:21:03). Additionally, peopleplacing requests may be offered other services from the deliverycompanies, these requests are made available to the companies toincrease revenues while providing the customers with more and betteroptions on deliveries. One example of a user request is an expressdelivery request (EDR) option. An EDR becomes available through theexisting advance notification system network by allowing customers tointeract with the vehicle's driver through their computer connected to anetwork. A customer can send an EDR from their computer to the BSCU 14over a computer network, then a live operator or preferably an automaticcalculation of the driver's load, schedule (early or late), andlocation/distance from the address sending the EDR; The request isprocessed and a new estimated time of arrival can be given to thecustomer, with an optional additional fee from the delivery company.Additionally, a customer can look up a location on a route and meet thedriver at a prior stop when an EDR is not used, thus shortening thedriver's route time. Upon requesting an EDR, an estimated time ofarrival is given to the user. At the same time a quoted fee (on-screen)based upon a flat rate or the actual delay time for that particularvehicle is given to the customer.

The BSCU 14 communication controller 16 may also control a secondmessaging means over a normal telephone network as described in moredetail in the Patent Application “ADVANCE NOTIFICATION SYSTEM ANDMETHOD” filed May 18, 1993 by Jones et al. and assigned Ser. No.08/063,533, now U.S. Pat. No. 5,400,020 to Jones et al. that issued onMar. 21, 1995. The Patent describes an advance notification system witha BSCU controller for messaging through a telephone system. The flowchart in FIG. 13 shows a duel means of communication, both a telephone45 m and a computer with a telephone connection 45 f (via a modem). Byoffering dual means of messaging to a stop, the likelihood of reachingor getting through to a user increases. In accordance with the userrequest when signing-up for the service (FIG. 39), the end-user canchoose any combinations of, but not limited to, a telephone call with avoice message 170, a telephone call using a distinctive ringing sound171, a computer message over a network 172, additional on-screendisplay/s 173, and an additional audio message/s 174.

In one configuration, the system first communicates to the user computerby initiating/sending a message over a computer network to a usercomputer address. If the person's computer is equipped with proprietarysoftware for additional displays (FIG. 25) 226 a and/or additional audiomessages 227 a, the person receives additional visual and audiowarnings, based on their user preferences. Then, the microprocessorcontroller initiates a second module for communication by a telephonecall to the user. The order of messaging (telephone or computer) isdefined automatically or by the end user. Furthermore, each vehicle canhave different notification preferences for announcing the impendingarrival of more important vehicles in a method that is more surelyeffective. In most cases, the telephone is available more than thecomputer and the telephone call can activate pagers, mobile phones, andhome phones with sound normally throughout the home or business phonesnormally answered by an individual equipped for handling messages. Inthe preferred embodiment, a telephone call may proceed a computermessage to the homes of users and a computer message will proceed atelephone message to businesses. Additionally, a user responding to oracknowledging a message will stop the second method as described above.For example, a user expecting a package to be delivered, and only havingone phone line, may receive an impending arrival message whilemaintaining normal communication practices. If a user is on thetelephone talking to another business client, when he hangs up thetelephone and views the computer, once connected to a network, a messagewill be waiting concerning the impending arrival of a vehicle. If theuser receiving an impending arrival message has additional software,route calculations may be determined by the time of the message downloador an up link may be requested for the actual vehicle location.

Moreover, as indicated at flow chart block 36 (FIG. 45), a personalcomputer with ANS software can process the user requests and contact theBSCU data base 170 for two primary reasons. First the personal computerwith ANS software can be used for retrieving information from the BSCUdata base 170, and using the information for activating impendingarrival messages after the computer is disconnected from the computernetwork. Second, the BSCU data base 170 may be contacted before and/orin place of an impending arrival message sent from the BSCU. Eachperson's computer when operating ANS software 171, looks up userpreferences 172 and checks for a network connection 173, if the networkconnection is not active, the ANS software starts the network software,then a request is sent to an area of the BSCU for vehicle information176. An identification number associated with the person's streetaddress processes the request from the person's computer. The address islooked up, then vehicles approaching this address 177 can be identified178, with vehicle names 179, vehicle locations 180 and route stops withpast vehicle records and directions from one stop to the next 181.Additionally, cargo or other delivery information 182 is then sent backto the personal computer operating ANS software 171 for-activation ofimpending arrival messages and displays, based on the user preferences.Furthermore, this configuration offers an individual with only onecommunication channel (phone line) the ability to be notified when thecommunication channel is being used or is not available when animpending arrival message is sent from the BSCU.

The ANS software can display the vehicle location/impending arrivaltime, distance, and/or packages to be delivered before a particulardelivery is made. The user requesting a route update receives a newmessage and/or vehicle location, number of packages before delivery, andif running, advance notification software for continuous updates, theuser computer reschedules the impending arrival distance, time, orpackage delivery order, with each update, as the vehicle approaches.

Worth noting is that the BSCU 14 (FIG. 17) may be configured so that ifa delivery vehicle becomes delayed by more than a maximum length oftime, such as five minutes, the BSCU 14 immediately sends a message tothe stops 36 of the users already notified of the impending arrival ofthat vehicle, in order to keep users at these stops 36 from waiting whena vehicle should have already arrived. When an impending arrival message420 (FIG. 18) is sent to stop 36, and a vehicle delay of five minutes isdetermined before the vehicle arrives at this particular stop, a secondmessage informing them of the delay is sent 421 to the same stop, basedon the amount of delay, a third message may be sent 425 as the vehiclearrives at this particular stop.

Worth noting also, are the methods for determining the actual directions(roads to be taken) of a vehicle from one stop to the next which may bedescribed, but not limited to, three areas. The first configurationcontains dual route information in the BSCU 14 and VCU 12. Preferably,the VCU 12 displays road names or a mapping diagram for the driver tofollow. The BSCU 14 has the same information for determining the route avehicle is likely to take. The second configuration determines theclosest and/or quickest route from one stop to the next by comparingmapping software, actual and past traffic flow. A third configuration isdetermined by past vehicle delivery routes. As found in the art of routemanagement, most delivery vehicle drivers have roads and routes eachindividual prefers to take. Some of these routes are known to take moretime, but for the determining factors associated with an advancenotification system, these records provide a better means of determiningdistance, time, locations on a map, etc., when the driver's companypolicies do not request the following of predefined or displayedsequence of roads. In the preferred embodiment some, all, and additionalmethods may be used.

III. Control Processes

The control processes are normally, but not limited to, three differentarea locations. The first area is the VCU 12 on each vehicle, with theability to communicate vehicle location, driver inputs, and/or cargoinformation to the BSCU 14. The second area is the BSCU 14 software, forcommunicating with the VCU 12, storing information from the VCU 12, andin some configurations, storing end-user data and preferences forgenerating impending arrival messages when vehicles are approachingtheir address. The third area of the control process is a person'scomputer for displaying impending arrival messages when a vehicle'simpending arrival information is received from a computer network.Although additional software can be added for additional displays andaudio, additional software modules from the BSCU 14 can be added also.The overall control processes can be moved from one area to another areabased on system configuration needs, normally determined by theapplication of the end-user. Worth noting, the communication channelsand their internal control process are not considered in thisdescription.

Furthermore, FIG. 7, FIG. 8, FIG. 9, and FIG. 10, are examples ofgeneral block diagrams containing, but not limited to, system modulesand their ability to be moved or removed, without loosing the scope ofthe present invention. The ability to move the system modules (FIG. 7)for the implementation of a advance notification system requiring aperson's computer to only have normal networking software, such as aninternet browser from Netscape, Microsoft, America Online, etc. or LocalArea Networks (LAN) attached to an information server for receivingvehicle impending arrival information, or most other networks with theability to send and receive information over Cable, Fiber, Copper, orwireless channel/s. As shown in this diagram, a person's computer 36 isacknowledging a vehicle's impending arrival. In block 14, one module isreceiving vehicle information from the VCU's 12. While this moduleindicates a wireless transceiver 26, it is replaced when a gatewayconverts wireless information into land line information with a modem.The vehicle location data base 14 a, stores vehicle locationinformation. The Mapping Software Data Base (MSDB) 14 b is provided tolocate roads and streets associated with the person's address and thevehicle's route from one stop to the next, this Mapping Software DataBase 14 b also associates GPS numbers with actual physical addresses,distances over streets, roads, highways, etc. The Notification Data Base(NDB) 14 c maintains location points, distances, times, and otheractivation information, associated with a person's physical address. Inthis illustration the Notification Data Base (NDB) 14 c also is used toactivate and send messages to the person's computer 36. The User RequestData Base (URDB) 14 d stores user preferences, account information, andin this illustration, software used for entering or making changes tothis data. By moving some of the system modules (FIG. 8), described asthe BSCU 14, to the person's computer area 36, the person's computer 36is able to process more of the information associated with the advancenotification system. The person's computer 36 accesses vehicle locationinformation from the BSCU 14 over a network, then compares theinformation to, but not only to, the MSDB 14 b, the NDB 14 c, and theURDB 14 d. Furthermore, displaying additional information on-screenand/or additional audio messages associated with an impending arrival ofa vehicle is easily accomplished. FIG. 9, is an example of tracking avehicle without the use of a GPS location, or having another suitablelocation device on the vehicle. The control process compares route stopaddresses 21 b with sensor inputs at each location 22 a. The location islogged into the Vehicle Location Data Base (VLDB) 14 a and the next stopis looked up for tracking the actual path (streets/roads) 21 b andaveraging the normal time to the next stop, with vehicle locationestimations along each road. The person's computer 36 is equipped withsoftware for placing an image of the location of the vehicle on a map 14b, activating an impending arrival message from the NDB 14 c, when thevehicle reaches a predetermined location, and storing the userpreferences in a data base 14 d.

FIG. 10 shows a control process using the same VCU modules as FIG. 9,but moving all the modules from a person's computer, except normalnetworking software, to the BSCU area. This system can activate and sendan impending arrival message to a person's computer when a vehicle is ata predefined location, time, distance, or previous stop. It should benoted, without moving away from the scope of this invention, changingmodules and other minor modifications to this invention for similar orcustomized applications, is obvious to individuals skilled in the artand not mentioned for that reason.

A. Base Station Control Process

With reference to FIG. 46 and FIG. 47, the base station control process14 essentially comprises two control sub-processes which runconcurrently, namely, (a) a vehicle communications process 47 or 54 and(b) a delivery messaging process 53 or a vehicle information updateprocess 58, based on the location of the modules used to generate theimpending arrival message on a person's computer. The vehiclecommunications process 47 or 54 will be described hereafter, followed bythe delivery messaging process 53 or 58. FIG. 46 illustrates one advancenotification system configuration using the BSCU 14 for messaging topersons' computer addresses, and FIG. 47 illustrates an advancenotification system configuration using the BSCU 14 to update advancenotification software on a person's computer by providing vehiclelocation to each person's computer address. It should be noted in thecommunication process to the person's computer, other combinations ofsending/receiving information from the BSCU 14 and to the person'scomputer, are used and based on end user needs, tailoring, andconfiguration.

1. Vehicle Communications Process

The vehicle communications process 18 initially is started from acellular link from one of the VCUs 12 located on one of the plurality ofdelivery vehicles 19 to the BSCU 14, as indicated by block 12, FIG. 1.The BSCU 14 vehicle communications process 18 is preferably capable ofmonitoring a plurality of telephone lines 26, for receiving informationfrom a cellular phone or data network gateway that converts wirelesstransmissions into land line phone line transmissions (with or withoutadditional connections through a computer network), from a plurality ofdelivery vehicles 19. As the number of delivery vehicles 19 increases,the number of telephone lines 26 (or bandwidth) which are monitored bythe vehicle communication process (FIG. 46) 47 and (FIG. 47) 54 shouldalso be increased to some extent.

After the start of a VCU 12 on a delivery vehicle (FIG. 13), therespective VCU 12 will initiate a cellular link 45 b to the BSCU 14, asindicated by the telephone bell symbol (FIG. 1) 18. After the BSCU 14receives the telephone call, a string of symbols is exchanged betweenthe VCU 12 and the BSCU 14 so as to validate the communicationconnection, as indicated in (FIG. 13) flow chart block 45 b. In otherwords, the BSCU 14 ensures that it is in fact communicating with the VCU12 and vice versa.

Next, as shown in FIG. 48 flow chart block 61, the BSCU 14 waits forcommunication from the VCU 12, when communication is establishedinformation regarding (a) the time of the on-board clock 63, (b) thelist of stops and related information 64, (c) other information to bedisplayed for the vehicle driver 65 on the VCU LCD, and (d) when needed,a resetting of the communication method is added and then a shut down ofcommunication 67 is initiated, based on system configuration. Inaddition, route data 64 is gained from the VCU 12 driver or packagesensor input or from the BSCU 14 ability to access a local data basewith driver information or a combination of these inputs. The route data64 includes information pertaining to each delivery stop location,before and after stops, and cargo. This information is normallydisplayed on the VCU 12 liquid crystal display (LCD) for the driver'sviewing. The prioritizing of the driver's list is based on, but notlimited to, mapping software, the driver input, and past recorded routedata. From the route data 64 and the information listed above as (a),(b), (c), and (d), the BSCU 14, can determine the location of thevehicle by, as indicated by FIG. 22, flow chart blocks 201 and 14 a, anddetermine when to send impending arrival messages 202 based on thislocation, as the vehicle starts and continues its route, as indicated bya flow chart block 202. In the case where the delivery vehicle 19 isstopped in-between scheduled stops, the VCU 12 resets its on-boardcommunication clock cycle back so that the communication to the BSCU 14is stopped, until the vehicle restarts it route or progress. When thedelivery vehicle restarts it route, the standard communication cycle isrestarted. In the case where the delivery vehicle 19 is in start andstop traffic, the VCU 12 communication cycles are normally stopped untilthe vehicle is moved a predefined distance, reaches a locationassociated with the activation of an impending message or the ignitionswitch is turned to the off/on position 24, or a sensor is activated onthe VCU 12. The VCU 12 communication cycles (FIG. 23) are programmablefrom the BSCU 14 and are reset when a distance 904, or time 905, to thenext messaging point excessively exceeds the number of minutes 907,miles 906, from the location to which a user impending arrival messageis to be sent. Moreover, this communication change can be preset at thebeginning of a route at areas and times the vehicle's location is notassociated with an impending arrival message and at times when thevehicle can become off its estimated route without effecting theimpending arrival messaging for a brief time. While the route is inprogress, the BSCU 14 can determine from the mapping software, currentroute data, and past recorded route data 908, when to send a VCU 12 arequest to use cycle communication. Moreover, in the situation where thedelivery vehicle VCU 12 has stopped sending vehicle locationcommunication to the BSCU 14, as requested by the BSCU 14 or in-betweencommunication cycles from the VCU 12, the BSCU 14 can determine theestimated vehicle location from past routes, delivery lists, mappingsoftware, and additional road/traffic monitoring systems for controllingthe communication of the VCU 12. When the vehicle has reached a cyclecompletion, predetermined by location or time and known by the BSCU 14and VCU 12, a communication link to the BSCU 14 is not necessarily madeat this time. As the communication method is changed back to routecomparison 14 a (FIG. 15), if the vehicle's planned route location 140 amatches it's actual route location, communication to the BSCU 14 is notneeded. Essentially, the communication methods are controlling theoverall communication loading needed for vehicle location and messagingassociated with the vehicle location between the BSCU 14 and the VCU 12.To better understand clock cycles: clock cycles are time(minutes/seconds) lapses or distance lapses for particular locationpoints (longitude/latitude numbers from GPS) or actual miles, and arestarted, controlled (more/less), and used for decreasing communicationfrom a delivery vehicle VCU 12 to the BSCU 14.

Finally, as shown in FIG. 21, flow chart block 99, the BSCU 14 may slowdown or speed up the communication clock cycle by determining theVehicle Location Determining Factor (VLDF) 99. The VLDF is used todetermine the likelihood of delays between two stops. To determine theVLDF rating, the current vehicle location 100, the next stop and routeto the next stop 101 are compared to past route records 103. If thevehicle is likely to travel the same speed and take the same amount oftime as previously recorded vehicles, the communication cycle is sloweddown.

Worth noting from the forgoing discussion is the fact that the BSCU 14(FIG. 1) is the ultimate controller of the advance notification system10 from a hierarchical vantage point. The base station clock 28maintains the absolute time of the advance notification system 10, whilethe vehicle clock 24 assumes a subservient role and is periodicallyreset when the delivery vehicle 19 clock differs from the BSCU 14.Further, it should be noted that the VCU 12 communicates to the BSCU 14(a) when asked by the BSCU 14, (b) when the clock cycle reaches apredetermined point or when the vehicle reaches a predeterminedlocation, (c) when a planned route time differs from an actual routetime and (d) when the delivery vehicle driver activates a predefinedsensor on the vehicle (buttons on the VCU 12, bar code scanner, etc.) tominimize communication.

2. Package, Tracking, And Notification Process

As previously mentioned, the messaging process 202 (FIG. 22) runsconcurrently with the vehicle communications process 189 within the BSCU14. In essence, the computer messaging process 202 uses the vehiclelocation information 25 retrieved from the VCU 12 by the vehiclecommunications process 18 a in order for the BSCU 14 to send computermessages of the approaching delivery vehicle 19. A delivery list isaccessible from a local data base (FIG. 27) by the BSCU 14 and comprisesinformation regarding (a) the person's name 331 and/or delivery streetaddress 332, (b) the computer network address 333 (c) the telephonenumber 334 (d) the type of vehicles for activating notification messages335 and (e) the activation of the impending arrival message. Theimpending arrival message is activated when a vehicle is at a predefinedtime 336, distance away from a stop 337, or at a location/address 338.The computer messaging activation points (as indicated in FIG. 27) andthe delivery list (as indicated in FIG. 14) are crossed referenced withthe vehicle's actual progress through its route and delivery stops. Whena particular time, location, and/or package delivery for sending aparticular message is reached, the messaging process initiates anelectronic computer message to the particular user, as indicated by theflow chart diagram in FIG. 22. The computer messaging may be sent overan existing computer network/Internet or through a direct modem linkfrom another computer, as described previously. Moreover, the particulartime, distance, location, and/or stop are fully programmable by the user(person receiving an impending arrival message), and/or by the companyproviding the service. Programming and user options are discussed inmore detail in the Computer Messaging Control Process area.

Also worth noting is a feature for monitoring messages to be placed inthe future, for handling message loading (exceeding availablecommunication channels) to end users. In accordance with this feature,upon anticipation of a heavy load of messages, some of the messageswould be initiated earlier than the originally scheduled correspondingmessage time, previous stop, or distance/location. Numerous othernetworking options can also be used to solve this problem.

After the delivery vehicle has completed its route (FIG. 44), thatparticular delivery vehicle can be programmed to contact 153 the BSCU 14when it recognizes the end of the route 152. Additionally, the VCU 12may have instructions 155 displayed 155 a for the driver. The BSCU 14from a hierarchy stand point is the controller of the system, butinstructions from the VCU 12 of new packages, reschedules, other sensorinputs, etc. can be sent to the BSCU 14, for instructions on thevehicle's intent. Otherwise, the computer messaging process hascompleted its list for people to contact (FIG. 27) and unless additionalvehicle tracking is needed or more stops are scheduled, thecommunication between the VCU 12 and BSCU 14 is stopped.

As further use of completed route data, an event list is maintained fordiagnostics and system monitoring. The event list receives data fromboth the vehicle communications process and the computer messagingprocess. The event list essentially comprises records of, among otherthings, all messages sent and all past and current vehicle locations.

B. Vehicle Control Process

Reference will now be made to the vehicle control process as shown inFIG. 11. Once powered up, the VCU 12 runs through an initiationprocedure in which the delivery list is retrieved from packages scannedinto the vehicle (activation of the scanner may also power up the VCU)and/or a downloaded list of packages from the BSCU 14 for delivery isreceived. If packages are scanned 20 into the VCU 12 (FIG. 12), thestops are placed in order of delivery by the vehicle's driver as shownin FIG. 29 or sent to the BSCU 14 for list optimization. The deliverylist is organized into an optimized route FIG. 14, showing stop listorder 607 and the location or address, as indicated in flow chart block608. The automatic route optimization software resides in the VehicleLocation Data Base (VLDB) 14 a in the BSCU 14 and includes past recordsof delivery times, routes taken by driver, traffic flow from recordedpoints and times of past routes, etc. This route optimization softwareand/or the driver input is how the stop list is organized. Initially theclock in the VCU 12 is set by the BSCU 14 when communication is made.Additionally, when comparisons with the actual time in the BSCU 14differs from the time in the VCU 12, clock resets are made by the BSCU14.

After the foregoing initialization procedure, a call is placed via thetransceiver 18 (FIG. 1) to the BSCU 14 as indicated by the bell symbol.After the connection, the VCU 12 and the BSCU 14 exchange information asdescribed herein before and which will be further described hereinafterrelative to FIG. 12. Furthermore, it should be noted that in someconfigurations the BSCU 14 might contact the VCU 12 to initialize,schedule timing, or send remote activation from the driver of onevehicle to the BSCU 14 or other vehicle-in-motion sensors.

Next, as shown in FIG. 1, the vehicle control process begins a loopingoperation wherein the VCU 12 continuously monitors the switches 21-23,clock 24, and sensors 25 to determine the vehicle location. As mentionedpreviously, the vehicle control process initiates a wirelesscommunication at the initializing point of a route, when the vehicle 19clock cycle reaches (time between communication updates) a completedloop, planned route data stops matching actual route data, or when apackage is delivered. The VCU 12 can also answer and receive informationfrom the BSCU 14.

While in the main looping operation, a determination is first made as towhether the delivery vehicle 19 has reached the end of the route ordeliveries/pick ups. If the vehicle 19 is at the end of its route, thenthe vehicle communication process is slowed down or stopped, and doesnot need to be restarted or increased unless switches 20, 21, 22, or 23are triggered by the driver. Otherwise, the process continues and makesa determination as to the vehicle location, as indicated in flow chartblock 25. In the preferred embodiment, the delivery vehicle 19 locationand total expired time at each stop is not a factor. But if the VCU 12notices a change in a delivery stop when a stop is made at a deliverylocation not on the list, or out of sequence, a driver prompt isdisplayed on the VCU/LCD screen 33. Additionally, a package scanned out(delivery was made or attempted) could also determine an out-of-sequencedelivery. When the delivery vehicle 19 is stopped for an out-of-sequencedelivery, then the communication is initiated to the BSCU 14, as shownby a telephone bell symbol 18 in FIG. 1. The communication is anoverride and not part of a normal communication event, such as, a clockcycle, a distance/location cycle, a route comparison, or pollingprotocol, but a special need for informing the BSCU 14 of a specialoccurrence.

The first attempt to correct the list is a flashing screen from the VCU12 for the driver. If the driver responds, menus of questions are askedand the driver responses are recorded from the switches 21, 22, and 23(FIG. 1). On screen questions are “is this delivery out of order?” ifthe driver selects yes, “is (address) your next stop?” if yes theinformation is uploaded to the BSCU 14 and the route continues, if no, achoice is given from the route list, and the driver is asked tohighlight the next stop. The information is then uploaded to the BSCU14. When the process is not corrected by the driver, then the BSCU 14process determines the driver intent by comparing the vehicle direction,locations to closest stops, and past times of deliveries to these stops,with destinations from the route list, and makes a calculateddetermination of the driver's intent. The new sequence of stops isdownloaded into the VCU 12 and the next stop location and question “isthis correct” is displayed to the driver. Normally one of two eventsoccurs, the driver responds or the vehicle arrives at a stop. If none ofthe switches 21, 22, or 23 have been actuated, then the process 76 willloop back around and begin once again. Otherwise, if actuation of aswitch 21, 22, or 23 is detected, then the process will determine whichof the switches 21, 22, 23 have been actuated.

First, the process will determine whether the “yes” switch has beenactuated. If the driver has actuated the attempt to deliver switch 22,then the VCU 12 will continue normal operation. When the rescheduledelivery switch 23 is pressed, a list of the local area deliveries isdisplayed and the driver is prompted to select the next stop. Moreover,a decision will be made by the BSCU 14 to notify users of the vehicle'simpending arrival, if time, distance, previous delivery stop andlocation for that particular stop has passed. In the preferredembodiment, the delivery vehicle 19 is considered to be following itsrouting list if the vehicle 19 arrives at the stop on the display. Astop does not determine a delivery was made, but an attempt to deliver apackage was made. Furthermore, when a user is not available to receive apackage, a stop may be rescheduled automatically from the BSCU 14 ormanually from the driver, as shown in FIG. 43. A reschedule delivery isa common occurrence for a delivery driver, so, determining when a secondattempt should be made or a route list sequence of stops for a driver isa user preference. In most cases, a driver who becomes familiar withcustomers and customer schedules is more likely to be accurate andsuccessful on a delivery than a route chosen by location and distance,from a list. Past tracking of actual times of deliveries to a particularstop make the BSCU 14 likely to be close also.

In the event that the vehicle driver has not delivered a package, and anattempt was made, and normally when the driver is not repeating the stopin a given day, the driver can activate an attempt to deliver switch 21to inform the BSCU 14 to cancel this user stop from a list, and send asecond message of the time of attempted delivery and package informationto the user computer. Then the process determines whether the driver hasactually pressed the reset switch 22 for the rest of the deliveries thatday. An attempt to deliver computer message sent to a user computeraddress might be used to increase revenue for additional services, suchas, fees for redeliveries, etc. If the driver has not actuated the resetswitch 22, then the process loops back and begins again.

C. Computer Messaging Control Process

When a computer message is initiated by the BSCU 14 as indicated by FIG.22, the BSCU 14 follows a messaging control process as indicated in flowchart blocks 208, 207, and 206.

Although the description in FIG. 22 is from a BSCU controller, the BSCU14 or modules in the BSCU 14 may be better incorporated into a usercomputer. Three examples of different type configurations for displayingimpending arrival information on a computer connected to a network areshown in FIG. 7, FIG. 8, FIG. 9, and FIG. 10. For illustration purposes,the system described as a BSCU 14 is considered different than aperson's computer, which could be considered part of the BSCU 14operation. In FIG. 7 the person's computer is equipped with networkingsoftware, and is not associated with an advance notification system. InFIG. 8 the person's computer is equipped with all the advancenotification modules for activating 14 c and 14 d impending arrivalmessages, mapping software 14 b for displaying and/or comparing vehiclelocations to streets, and a method for getting and/or receiving actualvehicle location from a network address. In FIG. 9 and FIG. 10, theexample shows advance notification systems for tracking vehicles withoutGPS location devices. The BSCU 14 modules in FIG. 9 are set to trackdelivery stops from a route list and delivery stops within each route,then the vehicle location information is sent to the person's computeror accessed from the person's computer for vehicle location information.The vehicle location is compared in the person's computer, thenactivated and displayed when the user preferences match the actualvehicle's location. FIG. 10 is placing all modules in the BSCU 14 areaand not requiring the person's computer to be equipped with any extrasoftware (FIG. 49). As a note, the main differences between FIG. 7 andFIG. 10 are the methods used for determining vehicle location or stoppoints.

Additionally, when the user computer has software/hardware forconnecting to a computer network and software for displaying messagesreceived by the BSCU 14 for advance notification, the additionalsoftware can be an electronic mail reader for activating messages from acomputer network, or a connection to a satellite/cable network 501 (FIG.50) for displaying images onto a television screen. When the impendingarrival messages are broadcast through a satellite/cable network 501, apersonal computer 504 monitors signals from a broadcast channel 505 andactivates an impending arrival message when an identification code isreceived 506. The impending arrival message is compared to the userpreferences 508-511 and sent to a person's television 36 d.

In the preferred embodiment, a person's computer can activate animpending arrival message when software is residing on a person'scomputer 223 as shown in FIG. 25. The software compares vehicle location224 and user activation preferences 225 to the user preferences displayoptions 226 a and user audio options 227 a, each time a vehicle isapproaching.

The methods used for signing up and providing the system with messagingpreferences is accomplished with software on a person's computer or inthe preferred embodiment, linked to a remote computer site FIG. 29. Bylinking to the site a person wanting to sign up may download software380 (FIG. 29) to save online time, or sign up from a connection to aremote site 381. The user can only subscribe and make changes from thesite to be notified 382, FIG. 30, and the computer address is givenbefore this screen (not shown). This allows the advance notificationsystem to have a level of security. The person is prompted to enter atelephone number 383, then a mailing address 384. This information isstored and compared to mapping software for placing the person's addresson a map for display 385 b, FIG. 31. After the information is displayed385 b, the user is prompted to agree with the location or choose thenext one from a list 386, until their location on a map is agreed upon.The next area allows the user to select different activation andmessaging methods for different vehicles 387, FIG. 32. When the same forvehicles in a particular category 389, or each vehicle is different 390,display screens shown as illustrations in FIG. 33 through FIG. 39 arelooped for each vehicle/group selected. The next screen prompt asks,“when you would like to be notified?” 392 (FIG. 33) and options for timebefore arriving 393, distance before arriving 394, or at a location/s ofchoice 395. When a person entering time before vehicle arrives fornotification, the next screen (FIG. 34) allows the minutes and secondsbefore a stop to be selected. When a person enters distance before avehicle arrives for an impending arrival message (FIG. 35), the distancecan be selected as shown. When a person selects to define a particulararea for impending arrival activation, the person can choose a circlearound their home/business, as shown in FIG. 36. The circle can beadjusted by pulling the edge with a computer mouse left button held downand releasing when the circle is at a desired size. The activationpoints are the edges of the circle and/or areas with streets. The nextoption for selecting an area is the grid perimeter/s (FIG. 37). Theactual squares (or other shapes) can be clicked with the left button ona mouse for highlighting areas and adjusting the highlighted areas withthe slide bars at the bottom or right for precise positioning foractivating impending arrival messages. The next option is placing streetmarkets (FIG. 38) on roads and highways for activation points forimpending arrival messaging. The street markers are positioned with acomputer's mouse, normal drag and drop operations onto actual areas.Additionally, other areas, such as waypoint/s (longitude/latitudeareas), prior vehicle stop/s, letting the vehicle define customeroffering services, etc. can be used as well. After defining thelocations, the selected preferences are referenced with past route data,mapping software, and other information for placing notification areasin a data base, to be used when a vehicle is approaching this predefinedstop. Next the person wanting impending arrival messages should enterhow they would like to receive the message/s (FIG. 39). A person mayselect a telephone call with a voice message 170, a telephone call witha distinctive ringing sound 171, and/or over a computer network/internet172, with additional software for on screen displays 173 and/or audiomessages 174. Additionally worth noting, sending impending arrivalmessages to other communication devices 36 x (FIG. 2) with addresses oractivation numbers from the BSCU would be obvious in the scope of thisinvention and is therefore not discussed in detail, but would beincluded in the area of FIG. 39.

The computer address/electronic address number corresponding with theuser computer at a particular stop is obtained from the data, asindicated above in FIG. 29 through FIG. 39. Other information can alsobe obtained, including the ability to send one type of message(telephone, electronic mail, personal pager, television, etc.) over theother, and allowing different vehicles to activate impending arrivalmessages differently. For example FIG. 4 illustrates a flow chart 82 foractivating a telephone call first when a vehicle is approaching 83.First the vehicle's location matches 85 the preferences in the user database 84 and dials a phone number, if the phone is answered the messageis played and additional messages are not sent. In the case where thephone is not answered after a preset number of retries expire 88, thenan electronic message is sent 89, and the event is removed from the database 90. It should be noted that different combinations of messages areobvious to a person experienced in the art without loosing the scope ofthe present invention, and are therefore not mentioned in greaterdetail.

Moreover, companies may include the service without acknowledgment ofthe end user or in some cases notify them on one occasion and offer theservice if they respond to the message. In these cases finding thecontact information can be achieved by existing and known industrystandards for finding computer addresses with telephone numbers andshipping address. Additional resources for obtaining this informationare established by (a) a user providing the information to a deliverycompany, and (b) a user posting this information in an advancenotification computer site, and (c) a user listing this information withother published references, such as a telephone book, mapping software,etc. This information may be accessed when a delivery is scheduled.Next, the control process sets a time-out variable for keeping track ofsuccessful messages sent and any messages returned from wrong addressesor busy networks. The number n of allowable attempts is predeterminedand is stored in the user preferences data base and the person's oldaddress can activate an automatic update for a new telephone number orcomputer address, when needed.

Furthermore, message timing and activation of impending arrival messagesto users can be set at the start of the route or day, or in some casesthe day/s before the vehicle is to arrive. By sending impending arrivalmessages early, users can rearrange their schedules for meeting adelivery vehicle/driver when he arrives. As an example, a person takinga lunch break or leaving a delivery area, will know of particulardeliveries scheduled in a certain day and the impending arrival time/s.

Worth noting, actual pictures or live video taken from a vehicle couldbe sent to the BSCU 14 from the VCU 12 and then used as part of themessaging process of the impending arrival of a particular vehicle to auser. As wireless channels become capable of carrying more and more data(by increased band width and data compression routines), increasedinformation taken from the vehicle can be utilized in the message of theimpending arrival of a vehicle to the user.

In the claims hereafter, all “means” and “logic” elements are intendedto include any structure, material, or design for accomplishing thefunctionality recited in connection with the corresponding element.

What is claimed is:
 1. A method implemented by a computer system,comprising the steps of: permitting a user to define a plurality ofdifferent predetermined proximities corresponding respectively with aplurality of different mobile vehicles in relation to a location;monitoring travel data associated with the plurality of mobile vehicles;providing one or more communications to the user based upon thedifferent predetermined proximities associated with the vehicles; andduring the one or more communications, indicating a reason for a stop ofa vehicle at the location.
 2. The method of claim 1, further comprisingthe steps of: providing a first message from the computer system to theuser regarding a first one of the vehicles during a first communicationslink; providing a second message from the computer system to the userregarding a second one of the vehicles during a communications link; andwherein the first and second messages indicate a type associated withthe first and second ones of the vehicles, respectively.
 3. The methodof claim 1, wherein the computer system is implemented as a singlecomputer or comprises a distributed architecture comprising a pluralityof computers that are communicatively coupled.
 4. The method of claim 1,wherein the communications involve communicating to a computer,television, pager, or telephone.
 5. The method of claim 1, wherein thecommunications involve communicating, at least in part, over theInternet.
 6. The method of claim 1, wherein the communications involvean email.
 7. The method of claim 1, further comprising the step ofproviding a report indicating a proximity of the vehicle in relation tothe location.
 8. The method of claim 1 , wherein the travel datacomprises a schedule of one or more arrival times.
 9. The method ofclaim 8, further comprising the step of updating the schedule based upontracking information associated with the vehicle.
 10. The method ofclaim 1, wherein the vehicle is a plane, train, boat, or motor vehicle.11. A system, comprising: means for permitting a user to define aplurality of different predetermined proximities correspondingrespectively with a plurality of different mobile vehicles in relationto a location; means for monitoring travel data associated with theplurality of mobile vehicles; means for providing one or morecommunications to the user based upon the different predeterminedproximities associated with the vehicles; and means for, during the oneor more communications, indicating a reason for a vehicle stop at thelocation.
 12. The system of claim 11, further comprising: means forproviding a first message from the system to the user regarding a firstone of the vehicles during a first communications link; means forproviding a second message from the system to the user regarding asecond one of the vehicles during a communications link; and wherein thefirst and second messages indicate a type associated with the first andsecond ones of the vehicles, respectively.
 13. The system of claim 11,wherein the system is implemented with a computer system and wherein thecomputer system is implemented as a single computer or comprises adistributed architecture comprising a plurality of computers that arecommunicatively coupled.
 14. The system of claim 11, wherein at leastone of the communications involve communicating to a computer,television, pager, or telephone.
 15. The system of claim 11, wherein atleast one of the communications involve communicating, at least in part,over the Internet.
 16. The system of claim 11, wherein at least one ofthe communications involve an email.
 17. The system of claim 11, furthercomprising a means for providing a report indicating a proximity of thevehicle in relation to the location.
 18. The system of claim 11, whereinthe travel data comprises a schedule of one or more arrival times. 19.The system of claim 18, further comprising a means for updating theschedule based upon tracking information associated with the vehicle.20. The system of claim 11, wherein the vehicle is a plane, train, boat,or motor vehicle.